Vehicle collision monitoring method

ABSTRACT

A vehicle collision monitoring method comprises preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading, receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading, and evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths. The evaluating includes segregating an area surrounding the host vehicle location into a plurality of sectors, determining which of the sectors is a remote vehicle sector including the remote vehicle location, and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location.

CROSS-REFERENCE TO RELATED APPLICATIONS

Related subject matter is disclosed in U.S. patent application Ser. No. 13/743,952, entitled “Vehicle Turn Monitoring System and Method,” filed on Jan. 17, 2013, in U.S. patent application Ser. No. 13/689,452, entitled “Vehicle Intersection Monitoring System and Method,” filed on Nov. 29, 2012, in U.S. patent application Ser. No. 13/689,484 entitled “Vehicle Intersection Monitoring System and Method,” filed on Nov. 29, 2012, in U.S. patent application Ser. No. 13/689,523 entitled “Vehicle Intersection Warning System and Method,” filed on Nov. 29, 2012, and in U.S. patent application Ser. No. 13/689,564 entitled “Vehicle Intersection Monitoring System and Method,” filed on Nov. 29, 2012, all of these applications being incorporated by reference herein.

BACKGROUND

1. Field of the Invention

The present invention generally relates to a vehicle turn monitoring system and method. More particularly, the present invention relates to a system and method that evaluate scenarios in which a host vehicle and a remote vehicle may come in contact at an intersection or while the host vehicle is executing a turn.

2. Background Information

In recent years, vehicles have become more equipped with features for improving safety. For example, vehicles can be equipped with a collision warning system that identifies the location of the vehicle and the locations of other nearby vehicles to determine whether the vehicle may come into contact with any of the other vehicles. The possibility of contact between vehicles can be particularly high at road intersections in which the travel paths of the vehicle and other nearby vehicles may intersect. If the possibility of contact exists, the system can issue a warning to the driver so that the driver can take the appropriate action

Accordingly, a need exists for an improved vehicle collision warning system.

SUMMARY

In accordance with one aspect of the present invention, a vehicle collision monitoring method comprises preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading, receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading, and evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths. The evaluating includes segregating an area surrounding the host vehicle location into a plurality of sectors, determining which of the sectors is a remote vehicle sector including the remote vehicle location, and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location.

These and other objects, features, aspects and advantages of the present invention will become apparent to those skilled in the art from the following detailed description, which, taken in conjunction with the annexed drawings, discloses a preferred embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of this original disclosure:

FIG. 1 is a block diagram illustrating an example of a host vehicle equipped with an intersection monitoring system according to embodiments disclosed herein in relation to a remote vehicle and components of a global positioning system (GPS);

FIG. 2 is a block diagram of exemplary components of an intersection monitoring system according to disclosed embodiments;

FIG. 3 is a block diagram of exemplary components included in the application controller of the intersection monitoring system as shown in FIG. 2;

FIGS. 4 through 30 are exemplary diagrams illustrating different intersection scenarios that are handled by the intersection monitoring system according to disclosed embodiments;

FIG. 31 is a flowchart illustrating exemplary operations that are performed by the intersection monitoring system to transmit information pertaining to the host vehicle;

FIG. 32 is a flowchart illustrating exemplary operations that are performed by the intersection monitoring system to receive information pertaining to the remote vehicle;

FIG. 33 is a diagram illustrating an example of the relative positions of the host vehicle and the remote vehicle with respect to each other;

FIGS. 34A and 34B are flowcharts illustrating exemplary operations for determining the intent of the host vehicle and the remote vehicle;

FIGS. 35 and 36 are flowcharts illustrating exemplary operations for determining an intersection scenario based on the host vehicle information and the remote vehicle information;

FIG. 37 is a flowchart illustrating exemplary operations for calculating a time to contact between the host vehicle and the remote vehicle;

FIG. 38 is a flowchart illustrating exemplary operations for issuing a warning to the host vehicle based on the time to contact determined in FIG. 37;

FIG. 39 is a flowchart illustrating exemplary operations for issuing a warning to the host vehicle based on the time to contact determined in FIG. 37 for a host vehicle about to make a left turn with an oncoming remote vehicle travelling straight in an opposite direction as shown in FIG. 13;

FIG. 40 is a graph illustrating an example of a range of host vehicle speeds and host vehicle braking levels for which a warning is issued in accordance with the process shown in FIG. 39;

FIG. 41 is a flowchart illustrating exemplary operations for determining the intent of the subject (host) vehicle and the remote (target or threat) vehicle according to another embodiment;

FIG. 42 is a graph illustrating an example of a four quadrant coordinate system which shows an example of a location of a remote vehicle within the first quadrant with respect to a location of the host vehicle which is at the center of the coordinate system;

FIG. 43 is a graph illustrating an example of a location of a remote vehicle within the second quadrant of the four quadrant coordinate system with respect to a location of the host vehicle which is at the center of the coordinate system;

FIG. 44 is a graph illustrating an example of a location of a remote vehicle within the third quadrant of the four quadrant coordinate system with respect to a location of the host vehicle which is at the center of the coordinate system;

FIG. 45 is a graph illustrating an example of a location of a remote vehicle within the fourth quadrant of the four quadrant coordinate system with respect to a location of the host vehicle which is at the center of the coordinate system;

FIGS. 46A and 46B are flowcharts illustrating exemplary operations for determining whether the paths of the host vehicle and the remote vehicle will cross and also whether the remote vehicle is to the left or right of the host vehicle;

FIGS. 47A and 47B are flowcharts illustrating exemplary operations for determining the crossing path scenario for the host vehicle and the remote vehicle;

FIG. 48 is a flowchart illustrating exemplary operations for determining a time that contact will occur between the host vehicle and the remote vehicle;

FIG. 49 is a graph illustrating an example of possible converging paths when the host vehicle is travelling north and the remote vehicle is travelling south;

FIG. 50 is a graph illustrating an example of possible converging paths when the host vehicle is travelling northeast and the remote vehicle is travelling southwest;

FIG. 51 is a graph illustrating an example of possible converging paths when the host vehicle is travelling east and the remote vehicle is travelling west;

FIG. 52 is a graph illustrating an example of possible converging paths when the host vehicle is travelling southeast and the remote vehicle is travelling northwest;

FIG. 53 is a graph illustrating an example of possible converging paths when the host vehicle is travelling south and the remote vehicle is travelling north;

FIG. 54 is a graph illustrating an example of possible converging paths when the host vehicle is travelling southwest and the remote vehicle is travelling northeast;

FIG. 55 is a graph illustrating an example of possible converging paths when the host vehicle is travelling west and the remote vehicle is travelling east; and

FIG. 56 is a graph illustrating an example of possible converging paths when the host vehicle is travelling northwest and the remote vehicle is travelling southeast.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the disclosed embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

FIG. 1 is a block diagram illustrating a host vehicle (HV) 10 that is equipped with a vehicle intersection monitoring system 12 according, to a disclosed embodiment. As discussed herein, the host vehicle 10 can also be referred to as a subject vehicle (SV). The vehicle intersection monitoring system 12 communicates with at least one remote vehicle (RV) 14 that can also include a vehicle intersection monitoring system 12. Alternatively, the remote vehicle 14 can include another type of two-way communication system, such as an adaptive cruise control system, that is capable of communicating information about at least the location and speed of the remote vehicle 14 as understood in the art. Also, a remote vehicle 14 can also be referred to as a target vehicle (TV) 14 or a threat vehicle (TV) 14.

The vehicle intersection monitoring system 12 of the host vehicle 10 and the remote vehicle 14 communicates with a two-way wireless communications network 16. The two-way wireless communications network 16 can include one or more global positioning satellites 18 (only one shown) and one or more roadside units 20 (only one shown) that send and receive signals to and from the vehicle intersection monitoring system 12 of the host vehicle 10 and the remote vehicle 14.

As shown in more detail in FIGS. 2 and 3, the vehicle intersection monitoring system 12 includes an application controller 22 that can be referred to simply as a controller 22. The controller 22 preferably includes a microcomputer with a control program that controls the components of the vehicle intersection monitoring system 12 as discussed below. The controller 22 includes other conventional components such as an input interface circuit, an output interface circuit, and storage devices such as a ROM (Read Only Memory) device and a RAM (Random Access Memory) device. The microcomputer of the controller 22 is at least programmed to control the vehicle intersection monitoring system 12 in accordance with the flow charts of FIGS. 31, 32 and 34 through 39 as discussed below. It will be apparent to those skilled in the art from this disclosure that the precise structure and algorithms for the controller 22 can be any combination of hardware and software that will carry out the functions of the present invention. In other words, “means plus function” clauses as utilized in the specification and claims should include any structure or hardware and/or algorithm or software that can be utilized to carry out the function of the “means plus function” clause. Furthermore, the controller 22 can communicate with the other components of the vehicle intersection monitoring system 12 discussed herein via, for example a controller area network (CAN) bus or in any other suitable manner as understood in the art.

As further shown in FIG. 2, the vehicle intersection monitoring system 12 includes a navigation system 24. In this example, the navigation system 24 includes a global positioning system (GPS) that receives signals from the two-way wireless communications network 16 via a GPS receiver 26 that is coupled to a GPS antenna 28. The GPS receiver 26 can be, for example, any Wide Area Augmentation System (WAAS) enabled National Marine Electronics Association (NMEA) output receiver as known in the art. However, the navigation system 24 can include any other suitable navigation system as understood in the art. The controller 22 can receive electronic horizon information including, for example, augmented digital map data, from the navigation system 24. As shown in FIG. 3, a vehicle-to-vehicle (V2V) application 100, for example, running on the controller 22 can receive and process the electronic horizon information and host vehicle data, such as information included in the CAN messages as shown in Table 1, as discussed in more detail below. The electronic horizon information will thus enable the controller 22 to detect intersections, in particular, upcoming intersections at which the host vehicle 10 will arrive, from the map data. For example, the electronic horizon information informs the application ECU of an approaching intersection ahead within 300 meters of the center of the intersection. The controller 22 can thus provide details on the intersection. Thus, the controller 22 performs an operation of identifying a road intersection relating to the host vehicle heading and the remote vehicle heading as discussed in more detail below. The identifying can include determining a location of the road intersection based on navigation map data as mentioned above. Moreover, as discussed herein, the determining of the presence of the road intersection includes determining whether the host vehicle 10 and the remote vehicle 14 are travelling on converging paths based on the host vehicle information, the remote vehicle information, or both.

The intersection monitoring system 12 further includes a communication device 30. In this example, the communication device 30 includes a dedicated short range communications (DSRC) device, which can also be referred to in the art as a wireless safety unit (WSU). However, the communication device 30 can be any suitable type of two-way communication device that is capable of communicating with the two-way wireless communications network 16. In this example, the communications device 30 is coupled to a DSRC antenna 32 to receive 5.9 GHz DSRC signals from the two-way wireless communications network 16. These DSRC signals can include basic safety messages (BSM) that include information which, under certain circumstances, warns drivers of potential crashes in time for the driver of the host vehicle 10 to take appropriate action to avoid the crash. In the disclosed embodiments, a BSM includes information in accordance with SAE Standard J2735 as can be appreciated by one skilled in the art. Also, the GPS antenna 28 and the DSRC antenna 32 can be configured as a dual frequency DSRC and GPS antenna as understood in the art.

As further illustrated, the communications device 30 receives GPS signals from the GPS antenna 20. The communication device 30 also receives BSM transmissions (BSM Tx) from the controller 22 to be transmitted via the DSCR antenna 32 for receipt by other vehicles, such as a remote vehicle 14, as discussed in more detail below. For example, at a certain timing (e.g., every 100 msec), a BSM generator 102 (see FIG. 3) running on the controller 22 can collect the data to assemble a packet to transmit a BSM Tx to the communication device 30 for transmission. The BSM generator 102 can collect this data in the form of CAN messages that are communicated over the CAN bus of the host vehicle 10 or in any other suitable manner. For instance, the CAN messages can be communicated from the components of the vehicle 10 over the CAN bus at a certain timing, such as every 20 msec. The BSM generator 102 can thus assembly the data packet and send the data packet to the communication device 30 via, for example, user data protocol (UDP) or in any other suitable manner. Table 1 below describes examples of CAN messages.

TABLE 1 Examples of CAN Message Signal Name CAN Name Resolution Offset Acceleration (G) LONG_ACC 0.001 −2.048 Acceleration (G) TRANS_ACC 0.001 −2.048 Yaw Rate (deg/s) YAW_RATE 0.1 −204.8 Vehicle Speed VSO 0.01 0 (km/h) Low Beam HL_LOW_REQ — — High Beam HL_HIGH_REQ — — Turn Signal TURN_IND — — Brake Status CABRESW — — Front Wiper FR_WIP_REQ — — Throttle Pos (%) APS1_A 0.39216 0 Steering Wheel STRANGLE 0.1 0 Angle (deg) Transmission CURGP — — TCS Status TCSACT — — VDC Status VDCACT — — VDC On/Off OFF_SW — — ABS Status ABSACT — —

Accordingly, each BSM either transmitted by the host vehicle 10 or transmitted by a remote vehicle 14 can include the following information pertaining to the vehicle issuing the BSM: a temporary vehicle ID, vehicle latitude, vehicle longitude, vehicle elevation, position accuracy, vehicle speed, vehicle heading, vehicle steering wheel angle, vehicle acceleration (e.g., lateral, longitudinal, vertical and yaw rate), vehicle brake status and vehicle size, to name a few. Naturally, each BSM can include additional or fewer data as necessary or desired.

Table 2 below provides examples of certain vehicle data specifications relating to features of the host vehicle 10 and remote vehicle 14 on which data included in the BSMs is based.

TABLE 2 Exemplary Vehicle Data Specifications Data Element Element Specifications Transmission State Ability to differentiate between neutral, park, forward and reverse Vehicle Speed 0.02 m/s resolution Steering Wheel Angle 1.5 degree resolution Vehicle Lateral Acceleration 0.01 m/s{circumflex over ( )}2 resolution Vehicle Longitudinal Acceleration 0.01 m/s{circumflex over ( )}2 resolution Vehicle Yaw Rate 0.01 deg/sec resolution Brake Application Status Ability to determine if brakes are applied Vehicle Length 0.01 m resolution Vehicle Width 0.1 m resolution

Table 3 below provides examples of desired resolution of measurement data that is, for example, included in the BSMs.

TABLE 3 Exemplary Positioning Data Specifications Data Element Element Specifications Position Latitude   0.1 μdegree resolution Position Longitude   0.1 μdegree resolution Vehicle Heading 0.0125 deg resolution

As further illustrated, the communication device 30 provides an echo of the above BSM Tx (BSM Tx Echo) to the controller 22 via, for example, a UDP port, with GPS information included in the BSM Tx Echo message. In this example, a message dispatcher 104 running on the controller 22 sends the BSM Tx Echo message to a global share application 106 running on the controller 22.

In addition, the communication device 30 receives BSMs (BSM Rx) that were transmitted by remote vehicles 14 within a certain range of the host vehicle 10. The communication device 30 provides received BSMs to the controller 22 via, for example, a UDP port. The message dispatcher 104 in this example sends the BSM Rx to a BSM classification application 108 running on the controller 22. The BSM classification application 108 also receives host vehicle data, such as information included in the CAN messages as shown in Table 1. The BSM classification application 108 can extract information from BSMs that were received from remote vehicles 14 within a certain range of the host vehicle 10, such as within 300 meters of the host vehicle 10 or at any other suitable distance from the host vehicle 10.

Accordingly, by exchanging the BSMs, the host vehicle 10 and the remote vehicle 14 exchange host vehicle information and remote vehicle information between each other, with the host vehicle information including information pertaining to a host vehicle location, a host vehicle heading and a host vehicle intended next maneuver and the remote vehicle information including information pertaining to a remote vehicle location, a remote vehicle heading and a remote vehicle intended next maneuver. As discussed herein, the intended next maneuver of the remote vehicle 14 can be determined based on a condition of a turn signal on the remote vehicle 14. Similarly, the intended next maneuver of the host vehicle 10 can be determined based on a condition of a turn signal on the host vehicle 10. Alternatively, the intended next maneuver of the remote vehicle 14 can be determined based on a set navigation route for the remote vehicle 14 that can be set by, for example, the navigation system 24 on the remote vehicle 14. Also, the intended next maneuver of the host vehicle 10 can be determined based on a set navigation route for the host vehicle 10 that can be set by, for example, the navigation system 24 on the host vehicle 10. As discussed in more detail below, the intended next maneuver of the remote vehicle 14 can be determined as a straight movement of the remote vehicle 14 at the intersection, a left turn of the remote vehicle 14 at the intersection or a right turn of the remote vehicle 14 at the intersection. Similarly, the intended next maneuver of the host vehicle 10 can be determined as a straight movement of the host vehicle 10 at the intersection, a left turn of the host vehicle 10 at the intersection or a right turn of the host vehicle 10 at the intersection.

The BSM classification application 108 can also, for example, cache BSM messages received from one or more remote vehicles 14 in a cache table, which can also be referred to as a lookup table. The cache table in this example can include up to 16 entries. However, the cache table can be any suitable size. The cache table can include information representing the host vehicle intended next maneuver; the remote vehicle intended next maneuver; the host vehicle location, the remote vehicle location and any other suitable information included in the BSMs which can then be retrieved for use as discussed herein. Also, the controller 22 can receive and process BSMs from many remote vehicles 14 at the same time. For example, the controller 22 can receive and process BSMs from 100 remote vehicles 14, or any other suitable number of remote vehicles 14, at the same time. Upon receiving a BSM from a remote vehicle 14, the controller 22 can determine whether there is a possibility that remote vehicle 14 may contact thus host vehicle 10 and thus represents a potential threat vehicle (TV) to the host vehicle 10. If the remote vehicle 14 does not represent a threat, the controller 22 can, for example, discard the data included in the BSM. The controller 22 can also discard a BSM from the cached after a period of time, for example, 0.5 seconds or any suitable length of time.

As further shown in FIG. 3, the message dispatcher 104 can send geometric intersection description (GID) information and signal phase and timing (SPaT) information that is included, for example, in the GPS information received by the communication device 30 to a vehicle-to-interface (V2I) application 110 running on the controller 22. The V2I application 110 also receives host vehicle data, such as information included in the CAN messages as shown in Table 1.

As further shown in FIG. 2, the vehicle intersection monitoring system 12 includes a driver-vehicle interface (DVI) 34 and an external input/output (I/O) 36. As discussed in more detail below, if there are any remote vehicles 14 that the controller 22 identifies as potential threat vehicles requiring DVI action, the controller 22 can send threat information, such as a UDP broadcast packet, to the DVI 34 via the CAN bus for example. For example, as shown in FIG. 3, a threat/notify/warn application 112 running on the controller 22 receives information from the V2V application 100 and the V2I application 110. The V2V application 100 generates this information based on the BSM information received from the BSM classification application 108, the electronic horizon information, and the host vehicle data as discussed above. The V2I application 110 generates information based on the host vehicle data, GID information, and SPaT information as discussed above.

The threat information generated by the threat/notify/warn application 112 can list all of the identified remote vehicles 14 that are threat vehicles and include BSM information from the remote vehicles 14 that are threat vehicles and the types of alerts and warnings attributed to those remote vehicles 14. As shown in FIG. 3, threat/notify/warn application 112 can issue DVI status information, and can further issue DVI outputs via, for example, a DVI output application 114 running on the controller 22. The DVI 34 can provide an alert and warning information to the driver based on the threat information as discussed in more detail below. The alert can be a visual alert, and audible alert, a tactile alert, or any combination of these types of alerts. The warnings should convey high urgency causing the driver to immediately pause before making the decision to proceed through an intersection. In addition, the warnings should be noticeable to the driver regardless of their head position and distraction level. Thus, the warnings should be distinguishable from ambient noise and so on.

For example, an auditory signal can be emitted as a warning from a speaker mounted in front of the driver on the instrument panel. The warning can be about 1 second in length and can include a car horn icon immediately followed by a “warning” spearcon which is created by speeding up a spoken phrase in particular ways. The sound level of the auditory warning is set at a level that is noticeable against ambient road noise and radio. The visual warning is presented using the DVI display described above on, for example, the instrument panel near the drivers forward eye gaze position and includes multiple visual icons corresponding to the different warning scenarios. The auditory warning conveys high urgency and can be the primary warning causing the driver to immediately pause. In addition to the auditory warning, the visual display is also intended to get the driver's attention and communicates the nature of the warning to the driver once the potential threat has passed. Also, for people with hearing impairment, the DVI display is can serve as the primary source of warning due its location and the large size of the display.

The controller 22 can also send messages to actuate other advance driver assistance system (ADAS) applications. The controller 22 can also exchange data with an external device via the I/O 36.

In addition, as discussed in more detail below, the controller 22 can issue commands via the CAN bus, for example, to other vehicle components 38 when the controller 22 determines that one or more of the remote vehicles 14 is a potential threat vehicle. For instance, the controller 22 may issue brake commands over the CAN bus to maintain the host vehicle 10 in a stopped state even when the driver releases the brake in the presence of an approaching remote vehicle 14 as discussed in more detail below. The controller 22 may also issue steering commands to change a steering direction of the host vehicle 10 in the presence of an approaching remote vehicle 14 as discussed in more detail below. Thus, the controller 22 performs a threat mitigation operation by altering a trajectory of the host vehicle 10. The altering of the trajectory of the host vehicle 10 can be performed by operating a steering wheel to change a steering direction of the host vehicle 10, operating a brake, accelerator or both to change the speed of the host vehicle, or in any other suitable manner. The other vehicle components 38 can also include one or more safety devices such as a safety belt, an airbag system, and a horn. Thus, the controller 22 can perform a threat mitigation operation by pretensioning a safety belt, deploying an airbag, operating a horn in the host vehicle, or any of these functions. Furthermore, the host vehicle 10 can include one or more on-board sensors 40 such as a RADAR device, a LIDAR device, a SONAR device, a camera and so on that can detect the presence of objects, such as a remote vehicle (RV) 14, proximate to the host vehicle 10. The sensor or sensors 40 can communicate with the controller 22 via, for example, the CAN bus or in any other suitable manner.

Examples of operations performed by the intersection monitoring system 12 to determine whether a warning should be provided in view of different scenarios in which the host vehicle 10 and remote vehicle 14 are approaching or at an intersection. FIGS. 4 through 30 are exemplary diagrams illustrating different intersection scenarios that are handled by the intersection monitoring system 12 according to disclosed embodiments. That is, based on the travelling conditions of the host vehicle 10 and remote vehicle 14 (straight, left turn or right turn), there are 27 total intersection scenarios. Out of those 27 scenarios, there are a total of 14 scenarios can result in the host vehicle 10 and remote vehicle 14 coming in contact with each other. The intersection monitoring system 12 can thus issue a warning to the host vehicle 10 during any of these 14 scenarios depending on the operating condition of the host vehicle 10 and the remote vehicle 14 as discussed in more detail below. In this example, the intersection monitoring system 12 determines whether the host vehicle 10 and remote vehicle 14 are travelling straight, turning left or turning right based on the condition of the turn signals of the host vehicle 10 and the remote vehicle 14. The turn signal conditions of the host vehicle 10 and the remote vehicle 14 can be contained in the information included in the BSMs transmitted by the host vehicle 10 and remote vehicle 14 as discussed above.

In this example, the controller 22 can refer to a truth table as shown in Table 4 to determine which of the 27 scenarios exists. The controller 22 can thus determine from the truth table whether the remote vehicle (RV) 14 is a threat vehicle (TV) that may come in contact with the host vehicle 10.

TABLE 4 Threat Use Case Truth Table AB 00 01 11 10 CDEF 0000 0 1 0 X 0001 1 1 1 X 0011 1 1 0 X 0010 X X X X 0110 X X X X 0100 1 0 1 X 0101 1 1 0 X 0111 1 1 0 X 1111 1 0 0 X 1110 X X X X 1100 0 1 0 X 1101 0 0 0 X 1001 X X X X 1011 X X X X 1010 X X X X 1000 X X X X

According to the truth table, the travel condition of the host vehicle 10 is represented by the two digit binary code AB. That is, code AB=00 indicates that the host vehicle 10 intends to travel straight through the intersection, code AB=01 indicates that the host vehicle 10 intends to turn left at the intersection, and code AB=11 indicates that host vehicle 10 intends to turn right at the intersection. The code AB=10 is not used. Furthermore, the travel condition of the remote vehicle 14 is represented by the four digit binary code CDEF.

Examples of the relationships between the host vehicle 10 and the remote vehicle 14 based on their respective intentions at the intersection are shown in FIGS. 4 through 30 and represented in Tables 5 through 7 below. In Table 5, the host vehicle 10 intends to travel straight through the intersection, and the different intentions of the remote vehicle 14 are represented by the different codes CDEF as explained in Table 5. Thus, each of the six digit binary codes ABCDEF is a combination of the two digit code AB and the four digit code CDEF as indicated. The controller 22 therefore determines whether a threat of contact between the host vehicle 10 and remote vehicle 14 exists for each scenario, as represented by a binary 0 for no threat and a binary 1 for a possible threat.

TABLE 5 Host Vehicle Travelling Straight Host Code Remote Code Full Code Vehicle AB Vehicle CDEF ABCDEF Threat Straight 00 Straight/ 0000 000000 0 Opposite Straight 00 Straight/Left 0001 000001 1 Straight 00 Straight/Right 0011 000011 1 Straight 00 Left turn/ 0100 000100 1 Opposite Straight 00 Left turn/Left 0101 000101 1 Straight 00 Left turn/ 0111 000111 1 Right Straight 00 Right turn/ 1100 001100 0 Opposite Straight 00 Right turn/ 1101 001101 0 Left Straight 00 Right turn/ 1111 001111 1 Right

These nine different scenarios are shown graphically in FIGS. 4 through 12. For purposes of these examples, the remote vehicle (RV) 14 is referred to as a threat vehicle (TV) whenever a threat of contact between the host vehicle, 10 and remote vehicle 14 exists (i.e. when the threat condition is indicated as 1). That is, FIG. 4 illustrates Scenario 1 where the host vehicle 10 and remote vehicle 14 are each intending to travel straight through the intersection parallel to each, other in opposite directions. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 5.

However, FIG. 5 illustrates Scenario 2 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is intending to travel straight through the intersection in a direction from the left of the host vehicle 10 which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 5. Similarly, FIG. 6 illustrates Scenario 3 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is intending to travel straight through the intersection in a direction from the right of the host vehicle 10 which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 5.

FIG. 7 illustrates Scenario 4 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is travelling in a direction opposite to the host vehicle 10 and intending to turn left through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 5. FIG. 8 illustrates Scenario 5 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is travelling in a direction from the left of the host vehicle 10 and intending to turn left through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 5. FIG. 9 illustrates Scenario 6 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is travelling in a direction from the right of the host vehicle 10 and intending to turn left through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 5.

FIG. 10 illustrates Scenario 7 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is travelling in a direction opposite to the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 5. FIG. 11 illustrates Scenario 8 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is travelling in a direction from the left of the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 5. FIG. 12 illustrates Scenario 9 where the host vehicle 10 is intending to travel straight through the intersection and the remote vehicle 14 is travelling in a direction from the right of the host vehicle 10 and intending to turn right through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 5.

In Table 6, the host vehicle 10 intends to turn left through the intersection, and the different intentions of the remote vehicle 14 are represented by the different codes CDEF as explained in Table 6. The controller 22 therefore determines whether a threat of contact between the host vehicle 10 and remote vehicle 14 exists for each scenario, as represented by a binary 0 for no threat and a binary 1 for a possible threat.

TABLE 6 Host Vehicle Turning Left Subject Code Remote Code Full Code Vehicle AB Vehicle CDEF ABCDEF Threat Left turn 01 Straight/ 0000 010000 1 Opposite Left turn 01 Straight/Left 0001 010001 1 Left turn 01 Straight/Right 0011 010011 1 Left turn 01 Left turn/ 0100 010100 0 Opposite Left turn 01 Left turn/Left 0101 010101 1 Left turn 01 Left turn/ 0111 010111 1 Right Left turn 01 Right turn/ 1100 011100 1 Opposite Left turn 01 Right turn/ 1101 011101 0 Left Left turn 01 Right turn/ 1111 011111 0 Right

These nine different scenarios are shown graphically in FIGS. 13 through 21. FIG. 13 illustrates Scenario 10 where the host vehicle 10 and remote vehicle 14 are travelling in opposite directions to each other, with the remote vehicle 14 intending to travel straight through the intersection and the host vehicle 10 intending to turn left in the intersection across the path of remote vehicle 14. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 6.

FIG. 14 illustrates Scenario 11 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is intending to travel straight through the intersection in a direction from the left of the host vehicle 10 which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 6. Similarly, FIG. 15 illustrates Scenario 12 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is intending to travel straight through the intersection in a direction from the right of the host vehicle 10 which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 6.

FIG. 16 illustrates Scenario 13 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is travelling in a direction opposite to the host vehicle 10 and intending to turn left through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 6. FIG. 17 illustrates Scenario 14 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is travelling in a direction from the left of the host vehicle 10 and intending to turn left through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 6. FIG. 18 illustrates Scenario 15 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is travelling in a direction from the right of the host vehicle 10 and intending to turn left through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 6.

FIG. 19 illustrates Scenario 16 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is travelling in a direction opposite to the host vehicle 10 and intending to turn right through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 6. FIG. 20 illustrates Scenario 17 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is travelling in a direction from the left of the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 6. FIG. 21 illustrates Scenario 18 where the host vehicle 10 is intending to turn left through the intersection and the remote vehicle 14 is travelling in a direction from the right of the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition, is indicated as 0 in Table 6.

In Table 7, the host vehicle 10 intends to turn right through the intersection, and the different intentions of the remote vehicle 14 are represented by the different codes CDEF as explained in Table 7. The controller 22 therefore determines whether a threat of contact between the host vehicle 10 and remote vehicle 14 exists for each scenario, as represented by a binary 0 for no threat and a binary 1 for a possible threat.

TABLE 7 Host Vehicle Turning Right Use Cases Subject Code Remote Code Full Code Vehicle AB Vehicle CDEF ABCDEF Threat Right turn 11 Straight/ 0000 110000 0 Opposite Right turn 11 Straight/Left 0001 110001 1 Right turn 11 Straight/Right 0011 110011 0 Right turn 11 Left turn/ 0100 110100 1 Opposite Right turn 11 Left turn/Left 0101 110101 0 Right turn 11 Left turn/ 0111 110111 0 Right Right turn 11 Right turn/ 1100 111100 0 Opposite Right turn 11 Right turn/ 1101 111101 0 Left Right turn 11 Right turn/ 1111 111111 0 Right

These nine different scenarios are shown graphically in FIGS. 22 through 30. FIG. 22 illustrates Scenario 19 where the host vehicle 10 and remote vehicle 14 are travelling in opposite directions to each other, with the remote vehicle 14 intending to travel straight through the intersection and the host vehicle 10 intending to turn right in the intersection without crossing the path of remote vehicle 14. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7.

However, FIG. 23 illustrates Scenario 20 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is intending to travel straight through the intersection in a direction from the left of the host vehicle 10 which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 7. Similarly, FIG. 24 illustrates Scenario 21 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is intending to travel straight through the intersection in a direction from the right of the host vehicle 10 which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7.

FIG. 25 illustrates Scenario 22 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is travelling in a direction opposite to the host vehicle 10 and intending to turn left through the intersection in a direction which will intersect the travel path of the host vehicle 10. Therefore, a threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 1 in Table 7. FIG. 26 illustrates Scenario 23 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is travelling in a direction from the left of the host vehicle 10 and intending to turn left through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7. FIG. 27 illustrates Scenario 24 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is travelling in a direction from the right of the host vehicle 10 and intending to turn left through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7.

FIG. 28 illustrates Scenario 25 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is travelling in a direction opposite to the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7. FIG. 29 illustrates Scenario 26 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is travelling in a direction from the left of the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7. FIG. 30 illustrates Scenario 27 where the host vehicle 10 is intending to turn right through the intersection and the remote vehicle 14 is travelling in a direction from the right of the host vehicle 10 and intending to turn right through the intersection in a direction which will not intersect the travel path of the host vehicle 10. Therefore, no threat, of contact exists between the host vehicle 10 and the remote vehicle 14, and the threat condition is indicated as 0 in Table 7.

An example of operations performed by the intersection monitoring system 12 to identify the scenarios shown in FIGS. 4 through 30 as discussed above will now be described. These operations can be performed by the controller 22 in this example.

The flowchart of FIG. 31 illustrates an example of a process for transmitting a BSM that can include information pertaining to a vehicle which is used to identify the scenarios as discussed above. In this example, it is assumed that the controller 22 is in the intersection monitoring system 12 included in the host vehicle 10 so that the host vehicle 10 can transmit a BSM.

When the process begins in step 1000, the controller 22 initializes the CAN and the UDP interfaces discussed above with regard to FIGS. 2 and 3 in step 1010. The process then enters a processing loop beginning in step 1020. As discussed above, the processing loop repeats, for example, every 100 msec so that the controller 22 can collect the data to assemble a packet to transmit a BSM Tx to the communication device 30 (WSU) for transmission. For example, the controller 22 reads the CAN data in step 1030, and receives GPS data in step 1040 as discussed above with regard to FIGS. 2 and 3. The controller 22 then determines in step 1050 whether the GPS data is valid and fresh, for example, the GPS data is non-zero with a fix and is less than 250 msec old. If the GPS data is not valid or fresh, the processing repeats the loop beginning at step 1020. However, if the GPS data is valid and fresh, the processing continues to step 1060 where the BSM Tx packet is formatted as a UDP packet. In step 1070, the UDP packet is then sent to the communication device 30 (WSU) for transmission.

The flowchart of FIG. 32 illustrates an example of a process for receiving a BSM that can include information pertaining to a vehicle which is used to identify the scenarios as discussed above. In this example, it is assumed that the controller 22 is in the intersection monitoring system 12 included in the host vehicle 10 so that the host vehicle 10 can receive a BSM.

When the process begins in step 2000, the controller 22 initializes the UDP interfaces discussed above with regard to FIGS. 2 and 3 in step 2010. The process then enters a processing loop beginning in step 2020. The controller 22 receives a BSM in the form of a UDP packet in step 2030. The controller 22 then determines in step 2040 whether the UDP packet is a BSM Tx Echo packet. If the UDP packet is a BSM Tx Echo packet, the controller 22 extracts GPS position information in step 2050 and creates GPS position data in step 2060.

However, if the UDP packet is determined to not be a BSM Tx Echo packet in step 2040, the processing continues to step 2070. In step 2070, the processing determines whether the UDP packet is a BSM Rx data packet, that is, a received BSM message. If the UDP packet is determined not to be a BSM Rx data packet in step 2070, the processing repeats beginning at step 2020. However, if the UDP packet is determined to be a BSM Rx data packet in step 2070, the processing continues to step 2080 where the controller processes the BSM Rx data packet as discussed above with regard to FIGS. 2 and 3. In particular, the controller 22 can extract the GPS and BSM information from the data packet to use that information to identify the scenario as discussed above with regard to FIGS. 4 through 30.

FIG. 33 is a diagram illustrating the relationship between the location of the host vehicle 10 and the location of the remote vehicle 14 and the manner in which a point of contact of the host vehicle 10 and the remote vehicle 14 can be calculated based on the respective speed and heading of the host vehicle 10 and the remote vehicle 14. In this example, φ₁ can represent the latitude of the host vehicle 10, θ₁ represents the longitude of the host vehicle 10, φ₂ can represent the latitude of the remote vehicle 14 and θ₂ represents the longitude of the remote vehicle 14. All of the values for the latitude and longitude can be expressed in radians.

Also, δ₁ can represent the heading of the host vehicle 10, ν₁ can represent the speed of the host vehicle 10, δ₂ can represent the heading of the remote vehicle 14, and ν₂ can represent the speed of the remote vehicle 10. As discussed above, the heading and speed information for a vehicle, such as the host vehicle 10 and remote vehicle 14, can be obtained from the BSM that the vehicle transmits. Thus, in this example, the heading and speed of the host vehicle 10 can be obtained from the message BSM Tx transmitted by the host vehicle 10 and the heading and speed of the remote vehicle 14 can be obtained from the message BSM Rx that was transmitted by the remote vehicle 14 and received by the host vehicle 10. For heading, the convention used is as follows: 0 degrees for north, π/2 (90 degrees) for east, π (108 degrees) for south, and 3π/2 (270 degrees) for west. Also, l₁ can represent the travel path of the host vehicle 10, l₂ can represent the travel path of the remote vehicle 14 and D represents the relative distance between the host vehicle 10 and the remote vehicle 14. In addition, X represents the east-west distance between two points. Y represents the north-south distance between two points, α₁ represents the angle between the travel path l₁ and the line representing the relative distance D, α₂ represents the angle between the travel path l₂ and the line representing the relative distance D, α₃ represents the angle between travel path l₁ and travel path l₂, and angle β₁ represents the arc cosine of Y divided by D. Furthermore, φ_(c) can represent the latitude at which the paths of the host vehicle 10 and the remote vehicle 14 cross, and θ_(c) can represent the longitude at which the paths of the host vehicle 10 and the remote vehicle 14 cross

An example of the process that can be performed by the controller 22 to identify the scenario as discussed above with regard to FIGS. 4 through 30 will now be described with regard to the flowcharts in FIGS. 34 through 38. It should be noted that the information pertaining to the host vehicle 10 and the remote vehicle 14 used in this process can be obtained from the BSMs as discussed above.

As shown in the flowcharts of FIGS. 34A and 34B, when the process begins in step 3000, the controller 22 determines from the location information pertaining to the host vehicle 10 and the remote vehicle 14 whether a difference in elevation ΔH between the host vehicle 10 and the remote vehicle 14 is above a threshold H_(threshold) in step 3010. In other words,H_(threshold) represents the threshold value that determines whether the remote vehicle 14 should be considered to be a possible threat vehicle. In this example, the value of H_(threshold)=14 ft.±1 ft. However, the value of H_(threshold) can be any suitable value. Therefore, if the processing determines in step 3010 that the host vehicle 10 and the remote vehicle 14 are at different elevations, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10 (e.g., the remote vehicle 14 will pass above the host vehicle 10 on an overpass). Hence, the processing can end in step 3020 and return to the beginning in step 3000. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

However, if the difference in elevation ΔH between the host vehicle 10 and the remote vehicle 14 is not above the threshold H_(threshold), the processing continues to determine whether the left or right turn signals of the host vehicle 10 and the remote vehicle 14 (represented at threat vehicle TV) indicate that either of the vehicles 10 or 14 intend to turn left or right. In step 3030, the processing determines whether the left turn signal of the host vehicle 10 is activated. If the left turn signal of the host vehicle 10 is activated, the processing continues to step 3040 where the values of binary code AB discussed above with regard to the truth table in Table 4 are set to 01. However, if the left turn signal of the host vehicle 10 is not activated, the processing continues from step 3030 to step 3050.

In step 3050, the processing determines whether the right turn signal of the host vehicle 10 is activated. If the right turn signal of the host vehicle 10 is activated, the processing continues to step 3060 where the values of binary code AB are set to 11. However, if the right turn signal of the host vehicle 10 is not activated, the processing continues from step 3050 to step 3070 where the values of the binary code AB are set to 00, thus indicating that the host vehicle 10 intends to travel straight without turning.

In step 3080, the processing determines whether the left turn signal of the remote vehicle 14 is activated. If the left turn signal of the remote vehicle 14 is activated, the processing continues to step 3090 where the values of binary code CD discussed above with regard to the truth table in Table 4 are set to 01. However, if the left turn signal of the remote vehicle 14 is not activated, the processing continues from step 3080 to step 3100.

In step 3100, the processing determines whether the right turn signal of the remote vehicle 14 is activated. If the right turn signal of the remote vehicle 14 is activated, the processing continues to step 3110 where the values of binary code CD are set to 11. However, if the right turn signal of the remote vehicle 14 is not activated, the processing continues from step 3100 to step 3120 where the values of the binary code CD are set to 00, thus indicating that the remote vehicle 14 intends to travel straight without turning.

After completing the above processing to determine the values for binary codes AB and CD, the processing continues to step 3130 where the angle β₁ shown in FIG. 33 is calculated according to the following equation

$\beta_{1} = {{\arccos\left( \frac{Y}{D} \right)} = {\arccos\left( \frac{\left( {\phi_{b} - \phi_{a}} \right)}{\sqrt{{\left( {\theta_{b} - \theta_{a}} \right)^{2}\cos^{2}\phi_{a}} + \left( {\phi_{b} - \phi_{a}} \right)^{2}}} \right)}}$ where φ_(a) equals φ₁, φ_(b) equals φ₂, θ_(a) equals θ₁ and θ_(b) equals θ₂ discussed above.

The processing then continues to step 3140 where the absolute value of the difference between the heading δ₁ of the host vehicle 10, represented in this flowchart by δ_(HV), and the heading δ₂ of the remote vehicle 14, represented in this flowchart by δ_(RV), is calculated. If the absolute value of the difference is equal to π (180 degrees), the processing continues to step 3150 where the value of the binary code EF discussed above with regard to the truth table in Table 4 are set to 00. This indicates that the host vehicle 10 and the remote vehicle 14 are travelling toward each other.

However, if the processing determines in step 3140 that the absolute value of the difference is not equal to π, the processing continues to step 3160. In step 3160, the processing determines whether the heading of the host vehicle is less than the angle β₁. If the heading of the host vehicle is less than the angle β₁, the processing determines in step 3170 whether the heading of the host vehicle 10 is less than the heading of the remote vehicle 14 which is less than the angle β₁+π. If the result of step 3170 is yes, the processing returns at step 3180 to step 3000 because the remote vehicle 14 is determined to not be a threat vehicle to the host vehicle 10.

However, if the heading of the host vehicle is not less than the angle β₁, the processing proceeds from step 3160 to step 3190 and determines whether the heading of the host vehicle 10 is greater than the heading of the remote vehicle 14 which is greater than the angle β₁+π. If the result of step 3190 is yes, the processing returns at step 3200 to step 3000 because the remote vehicle 14 is determined to not be a threat vehicle to the host vehicle 10.

However, if the result of either step 3170 or 3190 is no, the processing continues from either of those steps to step 3210. In step 3210, the processing determines whether the heading of the host vehicle 10 is between the angle β₁ and the value of angle β₁+π. If the result of step 3210 is yes, the processing continues to step 3220 and sets the value of binary codes EF to 01, indicating that the remote vehicle 14 is coming toward the host vehicle 10 from the left of the host vehicle 10. However, if the result of step 3210 is no, the processing continues to step 3230 and sets the value of binary codes EF to 11, indicating that the remote vehicle 14 is coming toward the host vehicle 10 from the right of the host vehicle 10.

After completing the above processing in either of steps 3150, 3220 or 3230, the processing continues at step 3240 to the flowchart shown in FIG. 35. In the flowchart shown in FIG. 35, the processing determines the type of scenario that exists as shown in FIGS. 4 through 30 and discussed above.

Beginning in step 4000, the processing determines in step 4010 whether the binary codes CD are equal to 00. If they are, the processing determines in step 4020 whether the binary codes EF are equal to 00. If so, the processing determines in step 4030 whether the binary codes AB are equal to 01. Also, if the processing determines in step 4020 that the binary codes EF are not equal to 00, the processing determines in step 4040 whether the binary codes EF are equal to 01. If the processing determines in step 4030 that the binary codes AB are equal to 01, or the processing determines in step 4040 that the binary codes EF are equal to 01, the processing continues to step 4050 where the processing will proceed to the flowchart shown in FIG. 36 as discussed below.

However, if the processing determines in step 4040 that the binary codes EF are not equal to 01, then the processing concludes in step 4060 that the binary codes EF are equal to 11. After doing so, the processing determines in step 4070 whether the binary codes AB are equal to 11. If not, the processing proceeds to step 4050 and to the flowchart in FIG. 36.

Turning back to step 4010, if the processing determines that the binary codes CD are not equal to 00, the processing continues to step 4080 where the processing determines if the values of CD are equal to 01. If so, the processing continues to step 4090 to determine whether the binary codes EF are equal to 00. If the binary codes EF are equal to 00, the processing determines in step 4100 whether the binary codes AB are equal to 01. However, if the processing determines in step 4090 that the binary codes EF are not equal to 00, the processing determines in step 4110 whether the binary codes AB are equal to 11.

Turning back to step 4080, if the binary codes CD are not equal to 01, the processing concludes in step 4120 that the binary codes CD are equal to 11. The processing continues to step 4130 to determine whether the binary codes EF are equal to 11. If so, the processing determines in step 4140 whether the binary codes AB are equal to 00. However, if it is determined in step 4130 that the binary codes EF are not equal to 11, the processing determines in step 4150 whether the binary bodes EF are equal to 00. If so, the processing determines in step 4160 whether the binary codes AB are equal to 01.

As can be appreciated from the flowchart in FIG. 35, if step 4030 determines that the binary codes AB are not equal to 01, or step 4070 determines that binary codes AB are equal to 11, or step 4110 determines that the binary codes AB are equal to 11, or step 4140 determines that the binary codes AB are not equal to 00, or step 4150 determines that the binary codes EF are not equal to 00, or step 4160 determines that binary codes AB are not equal to 01, the processing continues to step 4170. In step 4170, the processing concludes that none of the scenarios shown in the truth table in Table 4 are met by the processing performed in the flowcharts of FIGS. 34A and 34B. Thus, the processing returns at step 4180 to step 3000 and repeats as discussed above. In addition, if step 4030 determines that the binary codes AB are equal to 01, or step 4070 determines that binary codes AB are not equal to 11, or step 4110 determines that the binary codes AB are not equal to 11, or step 4140 determines that the binary codes AB are equal to 00, or step 4160 determines that binary codes AB are equal to 01, the processing continues to step 4050 and to the flowchart in FIG. 36.

Beginning at step 5000 in the flowchart of FIG. 36, the processing determines in step 5010 whether the binary codes ABCD are equal to 0000. If not, the processing determines in step 5020 whether the binary codes ABCD are equal to 0001. If not, the processing determines in step 5030 whether the binary codes ABCD are equal to 0100. If not, the processing determines in step 5040 whether the binary codes ABCD are equal to 0011. If not, the processing determines in step 5050 whether the binary codes ABCD are equal to 1100. If not, the processing determines in step 5060 whether the binary codes ABCD are equal to 0101. If not, the processing concludes in step 5070 that the binary codes ABCD are equal to 0111. However, if any of the inquiries in steps 5010 through 5060 are yes, or after step 5070, the processing proceeds to step 5080 and continues to the flowchart shown in FIG. 37. Thus, by performing the operations in FIGS. 31, 32 and 34 through 36, the controller 22 selects an intersection scenario from a plurality of intersection scenarios based on the host vehicle information and the remote vehicle information, and monitors a location relationship between the host vehicle 10 and the remote vehicle 14 according to an algorithm that is determined based on the selected intersection scenario. As discussed above, the selecting of the intersection scenario can include determining, based on the remote vehicle intended next maneuver and the host vehicle intended next maneuver, whether the remote vehicle 14 will be moving left in relation to a path of movement of the host vehicle 10 at the intersection, right in relation to the path of movement of the host vehicle 10 at the intersection or across the path of movement of the host vehicle 10 at the intersection. As can be appreciated from the description herein, the location relationship can be a distance between the host vehicle and the remote vehicle. Naturally, the selecting of the intersection scenario includes eliminating some of the plurality of intersection scenarios based on the host vehicle information and the remote vehicle information as demonstrated above.

In the flowchart in FIG. 37, the processing calculates the time to collision (TTC) beginning in step 6000. Thus, the processing determines whether to provide a warning to the host vehicle 10 by evaluating an operating condition of the host vehicle 10 while the possibility of contact exists between the host vehicle 10 and the remote vehicle 14. As will now be discussed, the process determines whether the possibility of contact between the host vehicle 10 and the remote vehicle 14 exists by determining an east-west distance X and a north-south distance Y between the host vehicle 10 and the remote vehicle 14, determining a relative distance between the host vehicle 10 and the remote vehicle 14 based on the east-west distance X and the north-south distance Y, and determining an angle heading between the host vehicle 10 and the remote vehicle 14. That is, the processing in step 6010 calculates the values for X, Y and D as shown in FIG. 33 using the following equations:

$\mspace{20mu}{X = {{\left( {\theta_{2} - \theta_{1}} \right)\rho} = \frac{\left( {\theta_{2} - \theta_{1}} \right)\left( {1 - f} \right)r_{e}\cos\;\phi_{1}}{\sqrt{{\sin^{2}\phi_{1}} + {\left( {1 - f} \right)^{2}\cos^{2}\phi_{1}}}}}}$ $\mspace{20mu}{Y = {{\left( {\phi_{2} - \phi_{1}} \right)r} = \frac{\left( {\phi_{2} - \phi_{1}} \right)\left( {1 - f} \right)r_{e}}{\sqrt{{\sin^{2}\phi_{1}} + {\left( {1 - f} \right)^{2}\cos^{2}\phi_{1}}}}}}$ $\mspace{20mu}{D = {\left( {1 - f} \right)r_{e}\sqrt{\frac{{\left( {\theta_{2} - \theta_{1}} \right)^{2}\cos^{2}\phi_{1}} + \left( {\phi_{2} - \phi_{1}} \right)^{2}}{{\sin^{2}\phi_{1}} + {\left( {1 - f} \right)^{2}\cos^{2}\phi_{1}}}}}}\mspace{14mu}$ $\mspace{20mu}{{{where}\mspace{14mu} r_{e}{\mspace{11mu}\;}{represents}\mspace{14mu}{the}\mspace{14mu}{radius}\mspace{14mu}{of}{\mspace{11mu}\;}{the}\mspace{14mu}{earth}},\text{}\mspace{20mu}{{{which}{\mspace{11mu}\;}{is}\mspace{14mu} r_{e}} = {6\text{,}378\text{,}137\mspace{14mu} m}},\mspace{20mu}{f = \frac{1}{298.257223563}},\mspace{20mu}{\phi_{1}\mspace{14mu}{can}\mspace{14mu}{represent}\mspace{14mu}{the}\mspace{14mu}{latitude}\mspace{14mu}{of}\mspace{14mu}{the}\mspace{14mu}{host}\mspace{14mu}{vehicle}\mspace{14mu} 10},\mspace{20mu}{\theta_{1}\mspace{14mu}{can}\mspace{14mu}{represent}\mspace{14mu}{the}\mspace{14mu}{longitude}{\mspace{11mu}\;}{of}\mspace{14mu}{the}\mspace{14mu}{host}\mspace{14mu}{vehicle}\mspace{14mu} 10},\mspace{20mu}{\phi_{2}\mspace{14mu}{can}\mspace{14mu}{represent}\mspace{14mu}{the}\mspace{14mu}{latitude}\mspace{14mu}{of}\mspace{14mu}{the}\mspace{14mu}{remote}\mspace{14mu}{vehicle}\mspace{14mu} 14},{and}}$ θ₂  can  represent  the  longitude  of  the  remote  vehicle  14  as  discussed  above.

The processing then continues to step 6020 where the processing determines whether the heading of the host vehicle 10 δ_(HV) (δ₁ in FIG. 33) is less than or equal to the angle β₁+π. If so, the processing continues to step 6030 and calculates the angle α_(HV) (α₁ in FIG. 33) as indicated. If not, the processing continues to step 6040 and calculates the angle α_(HV) as indicated. In addition, after completing step 6010 as discussed above, the processing determines in step 6050 whether the heading of the remote vehicle 14 δ_(TV) (δ₂ in FIG. 33) is less than or equal to the angle β₁. If so, the processing continues to step 6060 and calculates the angle α_(TV) (α₂ in FIG. 33) as indicated. If not, the processing continues to step 6070 and calculates the angle α_(TV) as indicated.

After completing any of the steps 6030, 6040, 6060 and 6070, the processing continues to step 6080 and calculates the travel path l_(HV) (l₁) of the host vehicle 10 and the travel path l_(TV) (l₂) of the remote vehicle 14 according to the following equations

$\begin{matrix} {l_{1} = {D\frac{\sin\;\alpha_{2}}{\sin\;\alpha_{3}}}} \\ {l_{2} = {D\frac{\sin\;\alpha_{1}}{\sin\;\alpha_{3}}}} \end{matrix}$

The processing at step 6090 then calculates the latitude φ_(c) at which the paths of the host vehicle 10 and the remote vehicle 14 cross, and the longitude θ_(c) at which the paths of the host vehicle 10 and the remote vehicle 14 cross according to the following equations

$\begin{matrix} {\phi_{c} = {\frac{\left( {l_{1}\cos\;\delta_{1}} \right)\sqrt{{\sin^{2}\phi_{1}} + {\left( {1 - f} \right)^{2}\cos^{2}\phi_{1}}}}{\left( {1 - f} \right)r_{e}} + \phi_{1}}} \\ {\theta_{c} = {\frac{\left( {l_{1}\sin\;\delta_{1}} \right)\sqrt{{\sin^{2}\phi_{1}} + {\left( {1 - f} \right)^{2}\cos^{2}\phi_{1}}}}{\left( {1 - f} \right)r_{e}\cos\;\phi_{1}} + \theta_{1}}} \end{matrix}$ where the variables are as discussed above.

The processing then continues to step 6100 and calculates the time to collision TTC_(HV) (TTC₁) which represents the time until the host vehicle 10 reaches the collision point, and the time to collision TTC_(TV) (TTC₂) which represents the time until the remote vehicle 14 reaches the collision point according to the following equations

$\begin{matrix} {{TTC}_{1} = \frac{l_{1}}{v_{1}}} \\ {{TTC}_{2} = \frac{l_{2}}{v_{2}}} \end{matrix}$ where the speed ν₁ of the host vehicle 10 and the speed ν₂ of the remote vehicle 14 are included in the respective BSMs transmitted by the host vehicle 10 and the remote vehicle 14. Thus, the monitoring of the location relationship discussed above can include monitoring a time until the host vehicle 10 and the remote vehicle 14 contact each other as the location relationship. In other words, the processing that determines whether the possibility of contact between the host vehicle 10 and the remote vehicle 14 exists includes determining respective times for the host vehicle 10 and the remote vehicle 14 to travel from their respective current locations to a contact location proximate the intersection. The processing then calculates an absolute value of the difference between TTC_(HV) (TTC₁) and TTC_(TV) (TTC₂) in step 6110, and continues in step 6120 to the process for issuing a warning message as shown in the flowchart of FIG. 38. Accordingly, as can be appreciated from the above, the processing determines whether the possibility of contact between the host vehicle 10 and the remote vehicle 14 exists by calculating a latitude and longitude of a contact location, determining a first time for the host vehicle 10 to travel a first distance from the current location of the host vehicle 10 to the contact location, determining a second time for the remote vehicle 14 to travel a second distance from the current location of the remote vehicle 14 to the contact location, and calculating a difference between the first and second times to determine whether the vehicles 10 and 14 will be at the contact location at the same time. The TTC is calculated to determine the time for warning the driver. For example, approximately 2.5 seconds may be needed to warn the driver to take action, independent of speed. As discussed above, the warning can, be an audible warning, a visual warning and a tactile warning at the host vehicle 10 while the process determines that the operating condition of the host vehicle 10 can permit contact between the host vehicle 10 and the remote vehicle 14.

As will now be discussed with regard to FIG. 38, the warning process includes two branches, with one branch controlling warning when the host vehicle 10 is initially in motion and the other warning when the vehicle is initially at a stop. Furthermore, as discussed below, the flowchart in FIG. 39 illustrates specific operations that are performed when the full code ABCDEF=010000, indicating that the host vehicle 10 is intending to make a left hand turn and the remote vehicle 14 is travelling straight in the opposite direction, as shown in FIG. 13 and in the first entry in Table 6 above.

For the case when the host vehicle 10 is in motion, the process first checks to see if the speed is above a threshold, ν_(threshold). In this example, the value of ν_(threshold) can be 5 mph or any other suitable speed. If the speed is not above the threshold, the process exits the loop. If the speed is above the threshold, the process determines if the time for the host vehicle 10 to reach the intersection of the two vehicle paths is less than a threshold, TTC_(HV) _(—) _(th). In this example, the value of TTC_(HV) _(—) _(th)=2 sec.±2 sec. However, the value of TTC_(HV) _(—) _(th) can be any suitable value. If the time is not less than the threshold, the process exits the loop. However, if the time is less than the threshold, the process determines if the difference between the times for the host vehicle 10 and the remote vehicle 14 (threat vehicle) to reach the intersection of the two vehicle paths is less than, a threshold ΔTTC_(th). In this example, the value of ΔTTC_(th)=2 sec.±1 sec. However, the value of ΔTTC_(th) can be any suitable value. If the difference is not less than the threshold, the process exits the loop. If the difference is less than the threshold, the process checks the status of the warning. If the warning has not been issued, the process issues the warning then loops back to the beginning and continues to issue the warning until the threat is no longer present. Once the threat is gone, the process resets the warning and exits the loop.

For the case when the host vehicle 10 is stopped, the application first checks to see if the time for the remote vehicle 14 to reach the intersection of the two vehicle paths is less than a threshold TTC_(TV) _(—) _(th). In this example, the value of TTC_(TV) _(—) _(th)=2 sec.±2 sec. However, the value of TTC_(TV) _(—) _(th) can be any suitable value. If the time is not less than the threshold, the process exits the loop. If the time is less than the threshold, the application checks to see if the brakes on the host vehicle are applied. If the brakes are applied, the process exits the loop. If the brakes are not applied, the process maintains brake pressure and issues a warning. The process then continuously checks to see if the brakes have been applied. If the brakes have been applied, the application resets the warning and exits the loop. Thus, the process refrains from providing the warning while the evaluating determines that the operating condition indicates that a brake of the host vehicle 10 is in an engaged condition to retain the host vehicle 10 in a stationary position. If the brakes have not been applied, the process checks to see if the throttle is active. If the throttle is not active, the process loops back to check if the brakes have been applied. However, if the throttle is active, the process releases the brakes, resets the warning and exits the loop.

Accordingly, beginning at step 7000, the process determines in step 7005 whether the full code ABCDEF=010000, indicating that the host vehicle 10 is intending to turn left and the remote vehicle 14 is travelling straight in the opposite direction as shown in FIG. 13. If this is the scenario, the process continues to step 7010 to begin the process Warning LTAP/OD as shown in FIG. 39 and discussed below before the host vehicle 10 begins to execute the left turn. In other words, the process Warning LTAP/OD as shown in FIG. 39 is performed before the driver of the host vehicle 10 begins to steer the steering wheel of the host vehicle 10 to begin executing the left turn, and thus before the trajectory of the host vehicle 10 moves toward the left turn. However, if this is not the scenario and the host vehicle 10 is not intending to execute a left turn, the processing continues to step 7015 to determine whether the speed of the host vehicle 10 is 0. If the speed is not 0, the processing determines in step 7020 if the speed of the host vehicle 10 is less than a threshold ν_(threshold). If the speed is not less than the threshold ν_(threshold), the processing determines in step 7030 whether the time to collision of the host vehicle 10 is less than a time to collision threshold for the host vehicle. If so, the processing determines in step 7040 whether the value ΔTTC calculated in step 6110 as discussed above is less than a change in the time to collision threshold. If so, the processing determines in step 7050 whether a warning has already been issued. If a warning has already been issued, the processing returns to step 7015 and repeats as discussed above. However, if a warning has not been issued, the processing issues a warning in step 7060 and repeats at step 7015.

Also, if the processing determines in step 7020 that the speed of the host vehicle 10 is not less than a threshold ν_(threshold), if the processing determines in step 7030 that the time to collision of the host vehicle 10 is not less than the time to collision threshold for the host vehicle, or the processing in step 7040 determines that the value calculated in step 6110 is not less than the change in the time to collision threshold, the processing continues to step 7070. In step 7070, the processing determines if the warning has been issued. If the warning has not been issued, the processing returns at step 7160 to step 3000 and repeats as discussed above. However, if the warning has been issued, the warning is reset in step 7080 and the processing returns at step 7160 to step 3000 and repeats as discussed above.

Returning to step 7015, if the speed of the host vehicle 10 is determined to be 0, the processing determines in step 7090 whether the time to collision of the remote vehicle 14 is less than a time to collision threshold for the remote vehicle. If so, the processing determines in step 7100 if the brake of the host vehicle 10 has been released. If so, the processing holds the brake in step 7110 and issues a warning in step 7120. This brake hold is characterized as a haptic warning since the driver can override the brake by applying the accelerator, and is not considered active control, since it occurs under specific conditions. Thus, the process provides the warning while the evaluating determines that the operating condition indicates that a brake of the host vehicle 10 is in a disengaged condition to enable the host vehicle 10 to move from a stationary position and the possibility of contact exists. In this instance, the warning includes operating the brake to change from the disengaged condition to an engaged condition to retain the host vehicle 10 in a stationary position.

The processing then determines in step 7130 if the brake of the host vehicle 10 has been activated. If the brake has not been activated, the processing determines in step 7140 whether the throttle of the host vehicle 10 has been activated. If the throttle has not been activated, the processing returns to step 7130 and again checks whether the brake has been activated. However, if the throttle has been activated, the processing releases the brake in step 7150 and resets the warning in step 7080. The processing continues to step 7160 and returns to step 3000 as discussed above. In addition, if the processing determines in step 7090 that the time to collision of the remote vehicle 14 is not less than the time to collision threshold for the remote vehicle, or the processing determines in step 7100 that the brake of the host vehicle 10 has not been released, the processing continues to step 7070 and repeats as discussed above.

As can be appreciated from the flowchart in FIG. 38, a determination is made whether to provide a warning for each of the scenarios shown in FIGS. 4 through 30 that may lead to contact between the host vehicle 10 and the remote vehicle 14. For instance, if the brakes of the host vehicle 10 are held and the host vehicle 10 is stopped, no warning needs to be given. However, if the brakes of the host vehicle 10 are released, the host vehicle 10 is stopped, and a remote vehicle 14 (threat vehicle) is approaching, the controller 22 can hold the brakes in a braking state and issue a warning. Also, if the speed of the host vehicle is below threshold where the threat will pass, no warning needs to be issued. Thus, the process refrains from providing the warning while the evaluating determines that the operating condition indicates that a speed of the host vehicle 10 will permit the remote vehicle 14 to pass through the intersection without contacting the host vehicle 10. Furthermore, if the speed of the host vehicle 10 is above a threshold where collision is likely, a warning is issued. Thus, the process provides the warning while the evaluating determines that the operating condition indicates that a speed of the host vehicle 10 can permit the remote vehicle 14 to contact the host vehicle 10. As can also be appreciated from the above, the process performs a threat mitigation operation while a difference between the host vehicle travel time and the remote vehicle travel time is less than a threshold time value. As discussed above, the process can perform a threat mitigation operation by altering a trajectory of the host vehicle 10. The altering of the trajectory of the host vehicle 10 can be performed by operating a steering wheel to change a steering direction of the host vehicle 10, operating a brake, accelerator or both to change the speed of the host vehicle, or in any other suitable manner. The other vehicle components 38 can also include one or more safety devices such as a safety belt, an airbag system, and a horn. Thus, the controller 22 can perform a threat mitigation operation by pretensioning a safety belt, deploying an airbag, operating a horn in the host vehicle, or any of these functions.

As discussed above, if the process determines in step 7005 that the full code ABCDEF=010000, indicating that the host vehicle 10 is intending to turn left and the remote vehicle 14 is travelling straight in the opposite direction as shown in FIG. 13, the process continues to step 7010 to begin the process Warning LTAP/OD (Left Turn Across Path/Opposite Direction as shown in FIG. 39. That is, as can be appreciated from FIG. 13, it is desirable to consider certain factors relating to the operation of the host vehicle 10 when determining at what time to issue a warning in the case where the host vehicle 10 is attempting to make a left turn across the path of a remote vehicle 14 approaching the intersection from the opposite direction. For example, when inputs such as yaw rate, lateral acceleration, steering angle, and so are considered, the driver of the host vehicle 10 is typically already committed to the left turn maneuver before a determination can be made whether a warning is necessary.

An alternative is to monitor the speed and acceleration of the host vehicle 10 to anticipate the driver's action. That is, in addition to signaling a left turn, a driver will typically engage in certain pre-turn driving behaviors with regard to speed and acceleration control prior to initiating the turn. It is during this time that a warning, if needed, would be most effective.

Accordingly, as will now be described with reference to FIG. 39, the vehicle intersection monitoring system 12 in this example uses two speed thresholds and two acceleration thresholds to define a set of conditions in which it is likely that the driver of the host vehicle 10 is preparing to make a left turn. That is, a host vehicle 10 traveling below one speed threshold, ν₁ suggests that the driver intends to stop, but a host vehicle 10 traveling above a second speed threshold, ν₂ suggests the driver intends to continue driving forward. Also, the driver of the host vehicle 10 braking below one acceleration threshold a₁ suggests that the driver intends to continue driving forward, while the driver of the host vehicle 10 braking above a second acceleration threshold a₂ suggests that the driver intends to stop. Therefore, as shown, for example, in FIG. 40, the Active Area where the velocity of the host vehicle 10 ranges from ν₁ to ν₂ and the acceleration (braking) ranges from a₁ to a₂ indicates that the likelihood of the driver intending to turn the host vehicle 10 left is high. Again, it should be noted that the operations shown in FIG. 39 are performed before the host vehicle 10 begins to execute the left turn, that is, before the driver begins to turn the steering wheel of the host vehicle 10 to cause the host vehicle 10 to begin executing the left turn. In other words, the operations shown in FIG. 39 are performed before the direction of travel of the host vehicle 10 changes in the direction of the left turn.

In a manner similar to that discussed above, the controller 22 performs the processes discussed above to detect for the presence of a remote vehicle 14. The controller 22 also performs the processes discussed above, such as checking the status of the turn signals, to determine the intention of the driver of the host vehicle 10. As will be appreciated from the following description, many of the operations of the process shown in FIG. 39 are similar to those shown in FIG. 38.

When the Warning. LTAP/OD process begins in step 8000 as shown in FIG. 39, the process continues to step 8010 to determine whether the speed of the host vehicle 10 is 0. If the speed is not 0, the processing determines in step 8020 if the speed of the host vehicle 10 is less than a threshold v_(threshold). If the speed is not less than the threshold v_(threshold), the processing determines in step 8030 whether the time to collision of the host vehicle 10 is less than a time to collision threshold for the host vehicle 10.

That is, the processing determines in step 8030 whether the time to contact TTC of the remote vehicle 14 with the host vehicle 10 is less than a predetermined length of time for the remote vehicle 14 to contact the host vehicle 10 as defined by TTC_(LTAP2). The value of TTC_(LTAP2) can be, for example, any time value within a range of 3 seconds to 5 seconds, or any other suitable value. The controller 22 can determine the presence of a remote vehicle 14 based on, for example, signals received from one or more sensors 40 (FIG. 2), or by using messages received from the remote vehicle 14 that are communicated over a vehicle-to-vehicle communication network as discussed above. From this information, the controller 22 can determine the time to contact (TTC) of the remote vehicle 14 with the host vehicle 10 based on the following equation

${TTC} = \frac{D}{v_{HV} + v_{RV}}$ where D represents the instantaneous distance, between the host vehicle 10 and the remote vehicle 14 either measured directly by one or more of the sensors 40 or calculated by the controller 22 in accordance with the following equation

$D = {\left( {1 - f} \right)r_{e}\sqrt{\frac{{\left( {\theta_{RV} - \theta_{HV}} \right)^{2}\cos^{2}\phi_{HV}} + \left( {\phi_{RV} - \phi_{HV}} \right)^{2}}{{\sin^{2}\phi_{HV}} + {\left( {1 - f} \right)^{2}\cos^{2}\phi_{{HV}\;}}}}}$ where

-   f=1/298.257223563 (earth flattening); -   r_(e)=6,378,137 m (earth equatorial radius); -   θ_(HV)=Host Vehicle (HV) longitude; -   θ_(RV)=Remote Vehicle (RV) longitude; -   φ_(HV)=Host Vehicle (HV) latitude; -   φ_(RV)=Remote Vehicle (RV) latitude; -   ν_(HV)=Host Vehicle (HV) speed; and -   ν_(RV)=Remote Vehicle (RV) speed

If the TTC is less than the TTC_(LTAP2), the process continues to step 8040 to determine if a warning variable W is equal to 1, thus indicating that a warning should be issued. The warning can generally be referred to as a threat mitigation operation as described herein.

In step 8040, the vehicle intersection monitoring system 12 uses the two speed thresholds and two acceleration thresholds as mentioned above to determine whether the system should warn the driver of the host vehicle 10 (e.g., perform a threat mitigation operation and/or issue a warning) when the on-coming remote vehicle 14 is within a predetermined length of time away from the host vehicle 10 as defined by TTC_(LTAP2). The value W is determined by the following equation

$W = {{\frac{1}{16}\left\lbrack {\left( {\frac{v - v_{1} + \sigma}{{{v - v_{1}}} + \sigma} + 1} \right)\left( {\frac{v_{2} - v + \sigma}{{{v_{2} - v}} + \sigma} + 1} \right)} \right\rbrack} \times \left\lbrack {\left( {\frac{a - a_{1} + \sigma}{{{a - a_{1}}} + \sigma} + 1} \right)\left( {\frac{a_{2} - a + \sigma}{{{a_{2} - a}} + \sigma} + 1} \right)} \right\rbrack}$ where

ν₁=the lower speed threshold and thus, if the host vehicle 10 is traveling at a speed less than v1, W=0 because such a speed suggests that the driver is about to stop the host vehicle 10;

ν₂=the upper speed threshold and thus, if the host vehicle 10 is traveling at a speed greater than v2, W=0 because such a speed suggests that the driver will allow the host vehicle 10 to proceed straight through the intersection or past the oncoming remote vehicle 14;

a ₁=the upper brake threshold and thus, if the host vehicle 10 is braking at a level greater than a1, W=0 because such a brake level suggests that the driver will cause the host vehicle 10 to come to a stop;

a₂=the lower brake threshold and thus, if the host vehicle 10 is braking at a level lower than a1, W=0 because such a brake level suggests that the driver will allow the host vehicle 10 to proceed straight through the intersection or past the oncoming remote vehicle 14;

σ=a constant added to the equation to prevent dividing by 0; and

$\frac{1}{16}$ is the normalization factor.

If the process determines in step 8040 that the warning variable W is equal to 1, the process determines in step 8050 whether a warning has already been issued. If a warning has already been issued, the processing returns to step 8010 and repeats as discussed above. However, if a warning has not been issued, the process issues a warning in step 8060 and repeats at step 8010.

Also, if the processing determines in step 8020 that the speed of the host vehicle 10 is not less than a threshold v_(threshold), if the processing determines in step 8030 that the TTC is not less than the TTC_(LTAP), or the processing in step 8040 determines that the value W is not equal to 1 (e.g., W=0), the processing continues to step 8070. In step 8070, the processing determines if the warning has been issued. If the warning has not been issued, the processing returns at step 8160 to step 3000 (FIGS. 34A and 34B) and repeats as discussed above. However, if the warning has been issued, the warning is reset in step 8080 and the processing returns at step 8160 to step 3000 and repeats as discussed above.

Returning to step 8010, if the speed of the host vehicle 10 is determined to be 0, the processing determines in step 8090 whether the time to contact TTC of the remote vehicle 14 with the host vehicle 10 is less than a predetermined length of time for the remote vehicle 14 to contact the host vehicle 10 as defined by TTC_(LTAP1). The value of TTC_(LTAP1) can be, for example, any time value within a range of 3 seconds to 5 seconds, or any other suitable value. If TTC is less than TTC_(LTAP1), the processing determines in step 8100 if the brake of the host vehicle 10 has been released. If so, the processing holds the brake in step 8110 and issues a warning in step 8120. As discussed above with regard to FIG. 38, this brake hold is characterized as a haptic warning since the driver can override the brake by applying the accelerator, and is not considered active control since it occurs under specific conditions. Thus, the process provides the warning while the evaluating determines that the operating condition indicates that a brake of the host vehicle 10 is in a disengaged condition to enable the host vehicle 10 to move from a stationary position and the possibility of contact exists. In this instance, the warning includes operating the brake to change from the disengaged condition to an engaged condition to retain the host vehicle 10 in a stationary position.

The processing then determines in step 8130 if the brake of the host vehicle 10 has been activated. If the brake has not been activated, the processing determines in step 8140 whether the throttle of the host vehicle 10 has been activated. If the throttle has not been activated, the processing returns to step 8130 and again checks whether the brake has been activated. However, if the throttle has been activated, the processing releases the brake in step 8150 and resets the warning in step 8080. The processing continues to step 8160 and returns to step 3000 (FIGS. 34A and 34B) as discussed above. In addition, if the processing determines in step 8090 that the time to contact TTC of the remote vehicle 14 with the host vehicle 10 is less than a predetermined length of time away from the host vehicle 10 as defined by TTC_(LTAP1), or the processing determines in step 8100 that the brake of the host vehicle 10 has not been released, the processing continues to step 8070 and repeats as discussed above.

In addition, as with the operations described in the flowchart of FIG. 38, the process shown in FIG. 39 can also perform a threat mitigation operation by altering a trajectory of the host vehicle 10. The altering of the trajectory of the host vehicle 10 can be performed by operating a steering wheel to change a steering direction of the host vehicle 10, operating a brake, accelerator or both to change the speed of the host vehicle, or in any other suitable manner. The other vehicle components 38 can also include one or more safety devices such as a safety belt, an airbag system, and a horn. Thus, the controller 22 can perform a threat mitigation operation by pretensioning a safety belt, deploying an airbag, operating a horn in the host vehicle, or any of these functions.

The following Tables 8 through 16 summarize the different types of warning conditions that may arise depending on the type of scenario as shown in FIGS. 4 through 30 depending on the state of the host vehicle (HV) 10 and the remote vehicle 14 (threat vehicle TV).

TABLE 8 Initial conditions for Straight Crossing Path Scenarios HV TV HV Response Stopped with brakes Stopped with brakes applied No warning applied Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with brakes Stopped with brakes applied No warning released Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping forward (0 < Stopped with brakes applied No warning v_(HV) < v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed (v_(HV) > v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is travelling straight and the remote vehicle 14 is travelling in an opposite direction to the host vehicle 10 and making a left turn across the path of the host vehicle 10, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 9 HV Travelling Straight and TV in Opposite Direction Turning Left HV TV HV Response Stopped with brakes Stopped with brakes applied No warning applied Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with brakes Stopped with brakes applied No warning released Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping forward (0 < Stopped with brakes applied No warning v_(HV) < v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed (v_(HV) > v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is travelling straight and the remote vehicle 14 is travelling in a lateral direction to the host vehicle 10 and making a left turn across the path of the host vehicle 10, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 10 HV Travelling Straight and TV in Lateral Direction Turning Left HV TV HV Response Stopped with brakes Stopped with brakes applied No warning applied Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with brakes Stopped with brakes applied No warning released Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping forward (0 < Stopped with brakes applied No warning v_(HV) < v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed (v_(HV) > v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is travelling straight and the remote vehicle 14 is approaching the intersection from a cross street and making a left turn into the path of the host vehicle 10, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 11 HV Travelling Straight and TV Turning Left from Cross Street HV TV HV Response Stopped with brakes Stopped with brakes applied No warning applied Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with brakes Stopped with brakes applied No warning released Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping forward (0 < Stopped with brakes applied No warning v_(HV) < v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed (v_(HV) > v_(threshold)) Stopped with brakes released No warning Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is travelling straight and the remote vehicle 14 is approaching, the intersection from a cross street and making a right turn into the path of the host vehicle 10, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 12 HV Travelling Straight and TV Turning Right from Cross Street HV HV TV Response Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning applied Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning released Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping forward Stopped with brakes applied No warning (0 < v_(HV) < Stopped with brakes released No warning v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed Stopped with brakes released No warning (v_(HV) > v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is turning left and the remote vehicle 14 is travelling straight in an opposite direction of the host vehicle 10, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 13 HV Turning Left and TV Travelling Straight HV HV TV Response Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning applied Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning released Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping Stopped with brakes applied No warning forward (0 < Stopped with brakes released No warning v_(HV) < v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed Stopped with brakes released No warning (v_(HV) > v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is turning left and the remote vehicle 14 is travelling straight from a cross street, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 14 HV Turning Left and TV Travelling Straight from Cross Street HV HV TV Response Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning applied Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning released Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping Stopped with brakes applied No warning forward (0 < Stopped with brakes released No warning v_(HV) < v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed (v_(HV) > Stopped with brakes released No warning v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is turning left and the remote vehicle 14 is travelling straight from a cross street so that the host vehicle 10 is turning into the path of the remote vehicle 14, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 15 HV Turning Left and TV Travelling Straight from Cross Street HV HV TV Response Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning applied Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning released Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping Stopped with brakes applied No warning forward (0 < Stopped with brakes released No warning v_(HV) < v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed Stopped with brakes released No warning (v_(HV) > v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

For the scenarios when the host vehicle 10 is turning right and the remote vehicle 14 is travelling straight from a cross street so that the host vehicle 10 is turning into the path of the remote vehicle 14, there are a total of 16 possible combinations with three that could produce a warning in the HV.

TABLE 16 HV Turning Right and TV Travelling Straight from Cross Street HV HV TV Response Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning applied Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Stopped with Stopped with brakes applied No warning brakes Stopped with brakes released No warning released Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) Hold brakes, issue warning Creeping Stopped with brakes applied No warning forward (0 < Stopped with brakes released No warning v_(HV) < v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) No warning Approaching at speed (v_(TV) > v_(threshold)) No warning Approaching at Stopped with brakes applied No warning speed Stopped with brakes released No warning (v_(HV) > v_(threshold)) Creeping forward (0 < v_(TV) < v_(threshold)) Issue warning Approaching at speed (v_(TV) > v_(threshold)) Issue warning

An example of another process that can be performed by the controller 22 to identify the scenario as discussed above with regard to FIGS. 4 through 30 will now be described with regard to the flowchart in FIG. 41, the graphs shown in FIGS. 42 through 45, and the flowcharts in FIGS. 46 through 48. It should be noted that the information pertaining to the host vehicle 10 and the remote vehicle 14 used in this process can be obtained from the BSMs as discussed above.

Furthermore, the process shown in the flowchart of FIG. 41 is essentially identical to the flowcharts shown in FIGS. 34A and 34B, except that the host vehicle 10 is instead referred to as a subject or host vehicle (HV) 10. Accordingly, for purposes of convention with the graphs shown in FIGS. 42 through 45 and the flowcharts in FIGS. 46 through 48, the operations will be briefly discussed.

In the process of identifying a threat to the host vehicle 10, the application first minimizes the number of remote vehicles 14 that should be monitored by performing the following operations. Upon receipt of a BSM, the controller 22 can check the turn signal status of the host vehicle 10 and the remote vehicle 14. This information for the remote vehicle 14 can be located in part 2 of the BSM and the CAN for the host vehicle 10. For the host vehicle 10, AB=00 if there is no turn signal, AB=01 if the host vehicle 10 is signaling a left turn, and AB=11 if the host vehicle 10 is signaling a right turn. For the remote vehicle 14, CD=00 if there is no turn signal, CD=01 if the remote vehicle 14 is signaling a left turn, and CD=11 if the remote vehicle 14 is signaling a right turn. These operations are performed as shown in the flowchart of FIG. 41.

As shown in the flowchart of FIG. 41, when the process begins in step 9000, the controller 22 determines from the location information pertaining to the host vehicle 10 and the remote vehicle 14 whether a difference in elevation ΔH between the host vehicle 10 and the remote vehicle 14 is above a threshold H_(threshold) in step 9010. In other words, H_(threshold) represents the threshold value that determines whether the remote vehicle 14 should be considered to be a possible threat vehicle. In this example, the value of H_(threshold)=14 ft.±1 ft. However, the value of H_(threshold) can be any suitable value. Therefore, if the processing determines in step 9010 that the host vehicle 10 and the remote vehicle 14 are at different elevations, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10 (e.g., the remote vehicle 14 will pass above the host vehicle 10 on an overpass). Hence, the processing can end in step 9020 and return to the beginning in step 9000. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

However, if the difference in elevation ΔH between the host vehicle 10 and the remote vehicle 14 is not above the threshold H_(threshold), the processing continues to determine whether the left or right turn signals of the host vehicle 10 and the remote vehicle 14 indicate that either of the vehicles 10 or 14 intend to turn left or right. In step 9030, the processing determines whether the left turn signal of the host vehicle 10 is activated. If the left turn signal of the host vehicle 10 is activated, the processing continues to step 9040 where the values of binary code AB discussed above with regard to the truth table in Table 4 are set to 01. However, if the left turn signal of the host vehicle 10 is not activated, the processing continues from step 9030 to step 9050.

In step 9050, the processing determines whether the right turn signal of the host vehicle 10 is activated. If the right turn signal of the host vehicle 10 is activated, the processing continues to step 9060 where the values of binary code AB are set to 11. However, if the right turn signal of the host vehicle 10 is not activated, the processing continues from step 9050 to step 9070 where the values of the binary code AB are set to 00, thus indicating that the host vehicle 10 intends to travel straight without turning.

In step 9080, the processing determines whether the left turn signal of the remote vehicle 14 is activated. If the left turn signal of the remote vehicle 14 is activated, the processing continues to step 9090 where the values of binary code CD discussed above with regard to the truth table in Table 4 are set to 01. However, if the left turn signal of the remote vehicle 14 is not activated, the processing continues from step 9080 to step 9100.

In step 9100, the processing determines whether the right turn signal of the remote vehicle 14 is activated. If the right turn signal of the remote vehicle 14 is activated, the processing continues to step 9110 where the values of binary code CD are set to 11. However, if the right turn signal of the remote vehicle 14 is not activated, the processing continues from step 9100 to step 9120 where the values of the binary code CD are set to 00, thus indicating that the remote vehicle 14 intends to travel straight without turning.

Accordingly, as in the previous examples discussed above, the process includes operations of preparing a host vehicle message including information pertaining to a host vehicle 10 including a host vehicle location and a host vehicle heading, and receiving a remote vehicle message including information pertaining to a remote vehicle 14 including a remote vehicle location and a remote vehicle heading. The processing then evaluating, using the controller 22, whether the host vehicle heading and the remote vehicle heading are converging paths. As will now be discussed, this process includes segregating an area surrounding the host vehicle location into a plurality of sectors, determining which of the sectors is a remote vehicle sector including the remote vehicle location, and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location.

That is, after completing the above processing to determine the values for binary codes AB and CD, the processing continues to step 9130 where the angle β₁ shown in FIGS. 42 through 45 is calculated according to the following equation

$\beta_{1} = {{\pi\left( {\frac{\theta_{RV} - \theta_{HV} + \sigma}{{{\theta_{RV} - \theta_{HV}}} + \sigma} + 1} \right)} - {{\cos^{- 1}\left( \frac{\left( {\phi_{RV} - \phi_{HV}} \right)}{\sqrt{{\left( {\theta_{RV} - \theta_{HV}} \right)^{2}\cos^{2}\phi_{RV}} + \left( {\phi_{RV} - \phi_{HV}} \right)^{2}}} \right)}\left( \frac{\theta_{RV} - \theta_{HV} + \sigma}{{{\theta_{RV} - \theta_{HV}}} + \sigma} \right)}}$ where θ_(RV)=longitude of the remote vehicle 14, θ_(HV)=longitude of the host vehicle 10, φ_(RV)=latitude of the remote vehicle 14, φ_(HV)=latitude of the host vehicle 10, and σ=a constant of very small value (e.g. of a magnitude ˜10⁻⁹) added to the equation to prevent dividing by 0.

Examples of possible locations of a remote vehicle 14 are shown in the graphs of FIGS. 42 through 45. In these graphs, the heading angle for the host vehicle 10 is represented by δ_(HV) and the heading angle for the remote vehicle 14 is represented by δ_(RV) for the remote vehicle 14 with 0 degrees representing north, π/2 (90 degrees) representing east, π (180 degrees) representing south and 3π/2 (270 degrees) representing west. The sectors are adjacently geographically distributed about the host vehicle location which is at the geographic center of the area where each of the sectors meet. Furthermore, the sectors are separated by a north-south directional line and an east-west directional line that intersect at the host vehicle location. In this case, since there are four sectors, they can be referred to as quadrants.

As shown in FIG. 42, if the remote vehicle 14 is to the north and east of the host vehicle 10, the remote vehicle is in the 1^(st) quadrant. If the remote vehicle 14 is to the north and west of the host vehicle 10, the remote vehicle is in the 2^(nd) quadrant as shown in FIG. 43. If the remote vehicle 14 is to the south and west of the host vehicle 10, the remote vehicle is in the 3^(rd) quadrant as shown in FIG. 44. As shown in FIG. 45, if the remote vehicle 14 is to the south and east of the host vehicle 10, the remote vehicle is in the 4^(th) quadrant.

The 1^(st) quadrant is defined by the following conditions:

${\theta_{RV} > \theta_{HV}},_{RV}{> \phi_{HV}},{\left( {0 \leq \beta_{1} < \frac{\pi}{2}} \right).}$

Within the 1^(st) quadrant, certain headings of the host vehicle 10 and the remote vehicle 14 that result in crossing paths can be determined by the following matrices in Table 17, where δ_(HV)<δ_(RV) in one matrix and δ_(HV)>δ_(RV) in the other matrix.

TABLE 17 Matrices Representing Possible Crossing Paths in the 1^(st) Quadrant 00 01 11 0 ≦ β₁ < β₁ + π < δ_(HV) < δ_(RV) YZ δ_(RV) ≦ β₁ δ_(RV) ≦ β₁ + π δ_(RV) < 2π WX 00 0 ≦ δ_(HV) ≦ β₁ 0 0 1 01 β₁ < δ_(HV) ≦ β₁ + π x 1 0 11 β₁ + π < δ_(HV) < 2π x x 0 XW 00 0 ≦ δ_(HV) ≦ β₁ 1 x x 01 β₁ < δ_(HV) ≦ β₁ + π 0 0 x 11 β₁ + π < δ_(HV) < 2π 0 0 1

These two matrices identify four cases where paths cross (1), eight cases where paths do not cross (0) and six cases that are not possible (x). For example, if the heading angle δ_(HV) of the host vehicle 10 is greater than β₁ and the heading angle δ_(RV) of the remote vehicle 14 is less than β₁, then δ_(HV) cannot be less than δ_(RV) (wxyz=0100 for δ_(HV)<δ_(RV)). It can also be seen that when the remote vehicle 14 is in the 1^(st) quadrant, the remote vehicle 14 will be to the left of the host vehicle 10 (EF=01) when the heading angle of the host vehicle 10 is greater than β₁ and less than β₁+π(β₁<δ_(HV)<β₁+π), otherwise the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 (i.e. when β₁+π<δ_(HV)<β₁).

The 2^(nd) quadrant is defined by the following conditions:

${\theta_{RV} < \theta_{HV}},{\phi_{RV} > \phi_{HV}},{\left( {{\frac{3}{2}\pi} \leq \beta_{1} < {2\pi}} \right).}$

Within the 1^(st) quadrant, certain headings of the host vehicle 10 and the remote vehicle 14 that result in crossing paths can be determined by the following matrices in Table 18, where δ_(HV)<δ_(RV) in one matrix and δ_(HV)>δ_(RV) in the other matrix.

TABLE 18 Matrices Representing Possible Crossing Paths in the 2^(nd) Quadrant 00 01 11 0 ≦ β₁ − π < β₁ < δ_(HV) < δ_(RV) YZ δ_(RV) ≦ β₁ − π δ_(RV) ≦ β₁ δ_(RV) < 2π WX 00 0 ≦ δ_(HV) ≦ β₁ − π 1 0 0 01 β₁ − π < δ_(HV) ≦ β₁ x 0 0 11 β₁ < δ_(HV) < 2π x x 1 WX 00 0 ≦ δ_(HV) ≦ β₁ − π 0 x x 01 β₁ − π < δ_(HV) ≦ β₁ 0 1 x 11 β₁ < δ_(HV) < 2π 1 0 0

The two matrices identify four cases where paths cross (1), eight cases where paths do not cross (0) and six cases that are not possible (x). For example, if the heading angle δ_(HV) of the host vehicle 10 is greater than β₁, and the heading angle δ_(RV) of the remote vehicle 14 is less than β₁−π, then δ_(HV) cannot be less than δ_(RV) (wxyz=1100 for δ_(HV)<δ_(RV)). It can also be seen that when the remote vehicle 14 is in the 2^(nd) quadrant, the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 when the heading angle of the host vehicle 10 is greater than β₁−π and less than β₁ (β₁−π<δ_(HV)<β₁) otherwise the remote vehicle 14 will be to the left (EF=01) of the host vehicle 10 (i.e., when β₁<δ_(HV)<β₁−π).

The 3^(rd) quadrant is defined by the following conditions:

${\theta_{RV} < \theta_{HV}},{\phi_{RV} < \phi_{HV}},{\left( {\pi \leq \beta_{1} < {\frac{3}{2}\pi}} \right).}$

Within the 3^(rd) quadrant, certain headings of the host vehicle 10 and the remote vehicle 14 that result in crossing paths can be determined by the following matrices in Table 19, where δ_(HV)<δ_(RV) in one matrix and δ_(HV)>δ_(RV) in the other matrix.

TABLE 19 Matrices Representing Possible Crossing Paths in the 3^(rd) Quadrant 00 01 11 0 ≦ β₁ − π < β₁ < δ_(HV) < δ_(RV) YZ δ_(RV) ≦ β₁ − π δ_(RV) ≦ β₁ δ_(RV) < 2π WX 00 0 ≦ δ_(HV) ≦ β₁ − π 1 0 0 01 β₁ − π < δ_(HV) ≦ β₁ x 0 0 11 β₁ < δ_(HV) < 2π x x 1 WX 00 0 ≦ δ_(HV) ≦ β₁ − π 0 x x 01 β₁ − π < δ_(HV) ≦ β₁ 0 1 x 11 β₁ < δ_(HV) < 2π 1 0 0

The two matrices again identify four cases where paths cross (1), eight cases where paths do not cross (0) and six cases that are not possible (x). It should be noted that these matrices are the same as those for the 3^(rd) quadrant. It can also be seen that when the remote vehicle 14 is in the 3^(rd) quadrant, the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 when the heading angle of the host vehicle 10 is greater than β₁−π and less than β₁ (β₁−π<δ_(HV)<β₁), otherwise the remote vehicle 14 will be to the left (EF=01) of the host vehicle 10 (i.e., when β₁<δ_(HV)<β₁−π). This is also the same as if the remote vehicle 14 were in the 2^(nd) quadrant.

The 4^(th) quadrant is defined by the following conditions:

${\theta_{RV} > \theta_{HV}},{\phi_{RV} < \phi_{HV}},{\left( {\frac{\pi}{2} \leq \beta_{1} < \pi} \right).}$

Within the 4^(th) quadrant, certain headings of the host vehicle 10 and the remote vehicle 14 that result in crossing paths can be determined by the following matrices in Table 20 where δ_(HV)<δ_(RV) in one matrix and δ_(HV)>δ_(RV) in the other matrix.

TABLE 20 Matrices Representing Possible Crossing Paths in the 4^(th) Quadrant 00 01 11 0 ≦ β₁ < β₁ + π < δ_(HV) < δ_(RV) YZ δ_(RV) ≦ β₁ δ_(RV) ≦ β₁ + π δ_(RV) < 2π WX 00 0 ≦ δ_(HV) ≦ β₁ 0 0 1 01 β₁ < δ_(HV) ≦ β₁ + π x 1 0 11 β₁ + π < δ_(HV) < 2π x x 0 XW 00 0 ≦ δ_(HV) ≦ β₁ 1 x x 01 β₁ < δ_(HV) ≦ β₁ + π 0 0 x 11 β₁ + π < δ_(HV) < 2π 0 0 1

The two matrices identify four cases where paths cross (1), eight cases where paths do not cross (0) and six cases that are not possible (x). These matrices are the same as those for the 1^(st) quadrant. It can also be seen that when the remote vehicle 14 is in the 4^(th) quadrant, the remote vehicle 14 will be to the left (EF=01) of the host vehicle 10 when the heading angle of the host vehicle 10 is greater than β₁ and less than β₁+π (β₁<δ_(HV)<β₁+π), otherwise the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 (i.e., when β₁+π<δ_(HV)<β₁). This also is the same as if the remote vehicle 14 were in the 1^(st) quadrant.

Thus, the characteristic relating to the quadrant that includes the remote vehicle location is different from at least one other characteristic relating to at least one other of the quadrants.

Moreover, as can be appreciated from the above, the processing determines the quadrant in which the remote vehicle 14 is present by determining a linear direction between the host vehicle 10 and the remote vehicle 14 at a moment in time, determining an angle between a predetermined direction and the linear direction at the moment in time, and determining the quadrant in which the remote vehicle 14 is present based on the angle. Operations for determining a threat based on the remote vehicle sector and a comparison between a heading angle of the host vehicle 10 in relation to a predetermined direction and a heading angle of the remote vehicle 14 in relation to the predetermined direction will now be further discussed.

After calculating the angle β₁ in step 9130 of the flowchart in FIG. 41, the processing then continues to step 9140 where the process shown in the flowcharts of FIGS. 46A and 46B is performed as will now be described. The information that is determined as discussed above is then used to model logic that identifies whether the paths of the host vehicle 10 and the remote vehicle 14 will cross and also whether the remote vehicle 14 is to the left or right of the host vehicle 10. As will be appreciated from the following, the processing determines the conditions set for in Tables 17through 20.

When the controller 22 performs the process shown in FIGS. 46A and 46B beginning in step 10000, the process determines in step 10010 whether the difference between the heading δ_(HV) of the host vehicle 10 and the heading δ_(RV) of the remote vehicle 14 is equal to zero. If the different is equal to zero, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10 (e.g., the remote vehicle 14 and the host vehicle 10 are travelling in the same direction and their paths will not converge). Hence, the processing can end in step 10020 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

If the difference is not equal to zero, the processing determines in step 10030 whether the absolute value of the difference between the heading δ_(HV) of the host vehicle 10 and the heading δ_(RV) of the remote vehicle 14 is equal to π. If the absolute value is equal to π, the processing continues to step 10040 where the value of EF is set to 00, which indicates that the host vehicle 10 and the remote vehicle 14 are travelling toward each other. However, if the absolute value of the difference is not equal to π, the processing continues to step 10050 where it is determined if θ_(RV)>θ_(HV). If so, the processing continues to step 10060 where it is determined if δ_(HV)≦δ_(RV). If so, the processing continues to step 10070 to determine whether β₁<δ_(HV)≦β₁+π. It is noted that in accordance with normal convention, π equals 180 degrees. If the determination in step 10070 is yes, the processing continues to step 10080 where it is determined whether β₁<δ_(RV)≦β₁+π. If so, the processing continues to step 10090 where it is again determined whether β₁<δ_(HV)≦β₁+π. If not, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

If the determination in step 10090 is yes, the processing continues to step 10110 where the value of EF is set to 01, indicating that the remote vehicle 14 is coming toward the host vehicle 10 from the left of the host vehicle 10. However, if the determination in step 10090 is no, the processing continues to step 10120 where the value of EF is set to 11, indicating that the remote vehicle 14 is coming toward the host vehicle 10 from the right of the host vehicle 10.

Referring back to step 10070 discussed above, if the determination is no, the processing continues to step 10130 where it is determined whether δ_(HV)<β₁. If so, the processing continues to step 10140, where it is determined whether δ_(RV)>β₁+π. If so, the processing proceeds to step 10090 and continues as discussed above. If not, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

Referring back to step 10060 discussed above, if the determination is no, the processing continues to step 10150 where it is determined whether δ_(HV)<β₁+π. If not, the processing continues to step 10160 where it is determined whether δ_(HV)<β₁. If the determination in step 10160 is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination in step 10160 is yes, the processing continues to step 10170 where it is determined whether δ_(HV)<β₁. If not, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination in step 10170 is yes, the processing proceeds to step 10090 and continues as discussed above.

Referring back to step 10150, if the determination is yes, the processing continues to step 10180 where it is determined whether δ_(RV)>β₁+π. If so, the processing proceeds to step 10090 and continues as discussed above. However, if the determination in step 10180 is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

Referring back to step 10050, if the determination is no, the processing continues to step 10190 where it is determined whether δ_(HV)<δ_(RV). If so, the processing continues to step 10200 where it is determined whether δ_(HV)<β₁−π. If determination made in step 10200 is yes, the processing continues to step 10210 where it is determined whether δ_(HV)<β₁−π. If the determination in step 10210 is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination in step 10210 is yes, the processing continues to step 10220 were it is determined whether β₁−π<δ_(HV)≦β₁. If the determination in step 10220 is no, the processing continues to step 10230 where the value of EF is set to 01. However, if the determination in step 10220 is yes, the processing continues to step 10240 where the value of EF is set to 11.

Referring back to step 10200, if the determination is no, the processing continues to step 10250 where it is determined whether δ_(HV)<β₁. If the determination is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination is yes, the processing continues to step 10260 where it is determined whether δ_(RV)<β₁. If the determination in step 10260 is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination in step 10260 is yes, the processing continues to step 10220 and proceeds as discussed above.

Referring back to step 10190, if the determination is no, the processing continues to step 10270 where it is determined whether δ_(HV)>β₁. If the determination is no, the processing continues to step 10280 where it is determined whether β₁−π<δ_(HV)≦β₁. If the determination in step 10280 is yes, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein.

However, if the determination in step 10280 is no, the processing continues to step 10290 where it is determined whether δ_(RV)<β₁−π. If the determination in step 10290 is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination in step 10290 is yes, the processing proceeds to step 10220 and continues as discussed above.

Referring back to step 10270, if the determination is yes, the processing proceeds to step 10300 where it is determined whether δ_(RV)<β₁−π. If the determination in step 10300 is no, the processing determines that the remote vehicle 14 is not a threat to the host vehicle 10. Hence, the processing can end in step 10100 and return to step 9000 in FIG. 41. Accordingly, the processing refrains from performing a threat mitigation operation as discussed herein. However, if the determination in step 10300 is yes, the processing proceeds to step 10220 and continues as discussed above.

As can be appreciated from the above, the values for EF=01 and EF=11 can be determined according to Table 21 below:

TABLE 21 Remote Vehicle Relative to Host vehicle 1^(st) quadrant 2^(nd) quadrant 3^(rd) quadrant 4^(th) quadrant EF = 01 β₁ < δ_(HV) < β₁ + π β₁ < δ_(HV) < β₁ − π β₁ < δ_(HV) < β₁ − π β₁ < δ_(HV) < β₁ + π EF = 11 β₁ + π < δ_(HV) < β₁ β₁ − π < δ_(HV) < β₁ β₁ − π < δ_(HV) < β₁ β₁ + π < δ_(HV) < β₁

Also, the potential crossing paths can be determined according to Table 22 below:

TABLE 22 Potential Crossing Paths β₁ + π < δ_(HV) ≦ 2π 0 < δ_(HV) ≦ β₁ 0 < δ_(HV) ≦ β₁ β₁ < δ_(HV) ≦ β₁ + π 1^(st) & 4^(th) quadrants β₁ + π < δ_(RV) ≦ 2π β₁ + π < δ_(RV) ≦ 2π 0 < δ_(RV) ≦ β₁ β₁ < δ_(RV) ≦ β₁ + π δ_(HV) > δ_(RV) 1 1 1 0 δ_(HV) < δ_(RV) 0 1 0 1 β₁ < δ_(HV) ≦ 2π β₁ < δ_(HV) ≦ 2π 0 < δ_(HV) ≦ β₁ − π β₁ − π < δ_(HV) ≦ β₁ 2^(nd) & 3^(rd) quadrants β₁ < δ_(RV) ≦ 2π 0 < δ_(RV) ≦ β₁ − π 0 < δ_(HV) ≦ β₁ − π β₁ − π < δ_(RV) ≦ β₁ δ_(HV) > δ_(RV) 0 1 0 1 δ_(HV) < δ_(RV) 1 1 1 0

Accordingly, as can be appreciated from the above, the determining of whether the host vehicle heading and the remote vehicle heading are converging paths includes comparing the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic of the remote vehicle sector to determine whether the host vehicle 10 and the remote vehicle 14 are travelling on converging paths.

Once the determination has been made based on the flowcharts shown in FIGS. 46A and 46B that the paths of the host vehicle 10 and the remote vehicle 14 may cross, the controller 22 can perform a process for determining the appropriate crossing path scenario. That is, after performing steps 10040, 10110, 10120, 10230 or 10240 as discussed above, the processing can continue to perform the operations shown in the flowcharts of FIG. 47A and 47B. This process is similar to that shown in the flowcharts of FIGS. 35 and 36 as discussed above.

Beginning in step 11000, the processing determines in step 11010 whether the binary codes CD are equal to 00. If they are, the processing determines in step 11020 whether the binary codes EF are equal to 00. If so, the processing determines in step 11030 whether the binary codes AB are equal to 01. Also, if the processing determines in step 11020 that the binary codes EF are not equal to 00, the processing determines in step 11040 whether the binary codes EF are equal to 01. If the processing determines in step 11030 that the binary codes AB are equal to 01, or the processing determines in step 11040 that the binary codes EF are equal to 01, the processing continues to step 11050 as discussed below.

However, if the processing determines in step 11040 that the binary codes EF are not equal to 01, then the processing concludes in step 11060 that the binary codes EF are equal to 11. After doing so, the processing determines in step 11070 whether the binary codes AB are equal to 11. If not, the processing proceeds to step 11050 and continues as discussed below.

Turning back to step 11010, if the processing determines that the binary codes CD are not equal to 00, the processing continues to step 11080 where the processing determines if the values of CD are equal to 01. If so, the processing continues to step 11090 to determine whether the binary codes EF are equal to 00. If the binary codes EF are equal to 00, the processing determines in step 11100 whether the binary codes AB are equal to 01. However, if the processing determines in step 11090 that the binary codes EF are not equal to 00, the processing determines in step 11110 whether the binary codes AB are equal to 11.

Turning back to step 11080, if the binary codes CD are not equal to 01, the processing concludes in step 11120 that the binary codes CD are equal to 11. The processing continues to step 11130 to determine whether the binary codes EF are equal to 11. If so, the processing determines in step 11140 whether the binary codes AB are equal to 00. However, if it is determined in step 11130 that the binary codes EF are not equal to 11, the processing determines in step 11150 whether the binary bodes EF are equal to 00. If so, the processing determines in step 11160 whether the binary codes AB are equal to 01.

Referring back to step 11030, if it is determined in step 11030 that the binary codes AB are not equal to 01, or in step 11070 that binary codes AB are equal to 11, or in step 11110 that the binary codes AB are equal to 11, or in step 11140 that the binary codes AB are not equal to 00, or in step 11150 that the binary codes EF are not equal to 00, or in step 11160 that binary codes AB are not equal to 01, the processing continues to step 11170. In step 11170, the processing concludes that none of the scenarios shown in the truth table in Table 4 are met by the processing performed in the flowcharts of FIGS. 46A and 46B. Thus, the processing returns at step 11180 to step 9000 and repeats as discussed above with regard to FIGS. 46A and 46B. In addition, if step 11030 determines that the binary codes AB are equal to 01, or step 11070 determines that binary codes AB are not equal to 11, or step 11110 determines that the binary codes AB are not equal to 11, or step 11140 determines that the binary codes AB are equal to 00, or step 11160 determines that binary codes AB are equal to 01, the processing continues to step 11050.

Referring to step 11050, the processing determines whether the binary codes ABCD are equal to 0000. If not, the processing determines in step 11190 whether the binary codes ABCD are equal to 0001. If not, the processing determines in step 11200 whether the binary codes ABCD are equal to 0100. If not, the processing determines in step 11210 whether the binary codes ABCD are equal to 0011. If not, the processing determines in step 11220 that the binary codes ABCD are equal to 1100. The processing then continues to step 11230 where it is determined that the scenario RTIP (Right Turn Into Path) exists. Also, if the processing determined in step 11210 that the binary codes ABCD are equal to 0011, the processing continues to step 11230 where it is determined that the scenario RTIP exists.

Referring back to step 11050, if the processing determines that the binary codes ABCD are equal to 0000, the processing continues to step 11240 where it is determined that the scenario SCP (Straight Crossing Path) exists.

Referring back to step 11190, if the processing determines that the binary codes ABCD are equal to 0001, the processing continues to step 11250. Also, if the processing determines in step 11200 that the binary codes ABCD are equal to 0100, the processing continues to step 11250. In step 11250, the processing determines if EF=00. If so, the processing determines in step 11260 that the scenario LTPA/OD exists. However, if the processing determines in step 11250 that EF is not equal to 00, the processing determines in step 11270 that the scenario LTAP/LD LTIP (Left Turn Across Path/Lateral Directional Left Turn Into Path) exists.

Thus, the process can determine whether the host vehicle 10 and the remote vehicle 14 are travelling on converging paths includes identifying a current convergence scenario from a plurality of possible convergence scenarios based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic. Once the crossing path scenario has been determined by performing the processing discussed above, in particular, steps 11230, 11240, 11260 or 11270, the processing proceeds to step 11280 where the controller 22 can perform the processing shown in the flowchart of FIG. 48 to calculate the time to contact.

That is, upon beginning in step 12000, the processing determines in step 12010 whether the scenario LTAP/OD exists. If so, the processing continues to step 12020 to calculate the values of D, TTC and W. Then, the processing continues to step 12030 and can perform a warning process such as that shown, for example, in the flowchart of FIG. 38 as discussed above. Thus, the warning can be generated while the host vehicle heading and the remote vehicle heading are determined to be converging paths. More particularly, as can be appreciated from the discussions herein, the information pertaining to the host vehicle location and the remote vehicle location also indicates the elevation of the host vehicle 10 and the remote vehicle 14. Thus, the processing can inherently determine whether the host vehicle 10 and the remote vehicle 14 are within a predetermined elevation difference. The processing can thus generate the warning while the host vehicle heading and the remote vehicle heading are determined to be converging paths, the host vehicle location and the remote vehicle location are determined to be within the predetermined distance from each other, and the host vehicle elevation and the remote vehicle elevation are within the predetermined elevation difference. Also, the warning can be generated while the host vehicle heading and the remote vehicle heading are determined to be converging paths, and the host vehicle location and the remote vehicle location are determined to be within the predetermined distance from each other.

However, if the processing determines in step 12010 that the scenario LTAP/OD does not exist, the processing calculates the values for X, Y, D and β₁ in step 12040. The processing then determines in step 12050 whether θ_(RV)>θ_(HV). If so, the processing continues to step 12060 where the processing determines whether β₁+π<δ_(HV)≦2π. If the determination in step 12060 is yes, the processing continues to step 12070 where α_(HV) is set equal to 2π+(β₁−δ_(HV)). The processing then continues to step 12080 where the values of l_(HV), l_(RV), φ_(C), θ_(C), TTC_(HV), TTC_(RV) and ΔTTC. The process then continues to step 12030 and a warning process as shown in FIG. 38 can be performed.

However, if the determination in step 12060 is no, the value of α_(HV) is set to |β₁−δ_(HV)| in step 12090. The processing then proceeds to step 12080 and continues as discussed above.

Referring back to step 12050, if the determination in step 12050 is yes, the processing also continues to step 12100 where a determination is made as to whether 0<δ_(RV)≦β₁. If the determination is yes, the processing proceeds to step 12110 where the value of α_(RV) is set to |δ_(RV)−β₁+π|. The processing then proceeds to step 12080 and continues as discussed above. However, if the determination in step 12100 is no, the processing continues to step 12120 where the value of α_(RV) is set to |(β₁+π)−δ_(RV)|. The processing proceeds to step 12080 and continues as discussed above.

Referring back to step 12050, if the determination in step 12050 is no, the processing continues to step 12130 where it is determined whether 0<δ_(HV)≦β₁−π. If so, the processing proceeds to step 12140 where the value of α_(HV) is set to 2π+(β₁−δ_(HV)). The processing then proceeds to step 12080 and continues as discussed above. However, if the determination in step 12130 is no, then the processing proceeds to step 12150 where the value of α_(HV) is set to |β₁−δ_(HV)|. The processing then proceeds to step 12080 and continues as discussed above.

Referring back to step 12050, if the determination in step 12050 is no, the processing also continues to step 12160 where it is determined whether β₁<δ_(RV)≦2π. If the determination in step 12160 is yes, the processing continues to step 12170 where the value of α_(RV) is set to (β₁+π)−δ_(RV). The processing then proceeds to step 12080 and continues as discussed above. However, if the determination in step 12160 is no, the processing proceeds to step 12180 where the value of α_(RV) is set to |(β₁−π)−δ_(RV)|. The processing then proceeds to step 12080 and continues as discussed above.

In addition to the above, the process shown and described with regard to the flowcharts in FIGS. 41, 46, 47 and 48 can be performed as will now be described with regard to FIGS. 49 through 56 and the equations discussed below.

In this example, the processing does not need to rely on logic flows in order to determine if a potential contact between the host vehicle 10 and the remote vehicle 14 exists. Instead, the processing employs a series of mathematical expressions to directly assess if potential threats exist and, if a threat does exist, immediately determine the specific threat type, making this method much more efficient.

The processing discussed below uses the convention discussed above with regard to FIGS. 42 through 45, and obtains the information pertaining to the subject (host) vehicle 10 and the remote vehicle 14 in any of the manners discussed above. Also, as with the above example, it is assumed that the host vehicle 10 is always located at the center of the coordinate system shown in FIGS. 42 through 45. The angle β₁ given by the following equation defines the relative position between the host vehicle 10 and the remote vehicle 14 and is used extensively in defining the mathematical expressions used to identify converging and crossing paths.

$\beta_{1} = {{\pi\left\lbrack {\frac{\theta_{HV} - \theta_{RV} - \sigma}{{{\theta_{HV} - \theta_{RV}}} + \sigma} + 1} \right\rbrack} - {{\cos^{- 1}\left( \frac{\left( {\phi_{RV} - \phi_{HV}} \right)}{\sqrt{{\left( {\theta_{RV} - \theta_{HV}} \right)^{2}\cos^{2}\phi_{RV}} + \left( {\phi_{RV} - \phi_{HV}} \right)^{2}}} \right)}\left\lbrack \frac{\theta_{HV} - \theta_{RV} - \sigma}{{{\theta_{HV} - \theta_{RV}}} + \sigma} \right\rbrack}}$ where θ_(RV)=longitude of the remote vehicle 14, θ_(HV)=longitude of the host vehicle 10, φ_(RV)=latitude of the remote vehicle 14, θ_(HV)=latitude of the host vehicle 10, and σ=a constant of very small value (e.g. a magnitude of ˜10⁻⁹) added to the equation to prevent dividing by 0.

As discussed above, if the remote vehicle 14 is to the north φ_(RV)>φ_(HV) and east θ_(RV)>θ_(HV) of the host vehicle 10, the remote vehicle is said to be in the 1^(st) quadrant as illustrated in FIG. 42. As indicated, the heading angle δ_(HV) of the host vehicle 10 and the heading angle δ_(RV) of the remote vehicle 14 can fall in one of three ranges defined according to the heading angles and β₁. When the remote vehicle 14 is located in the 1^(st) quadrant, the three ranges are defined as follows: Range 1: 0≦δ<β₁; Range 2: β₁≦δ<β₁+π, and Range 3: β₁+π≦δ<2π. These three ranges for δ_(HV) and δ_(RV) respectively result in nine possible combinations. Additionally, the HV heading angle can either be less than (δ_(HV)<δ_(RV)) or greater than (δ_(HV)>δ_(RV)) the RV heading angle. Also, δ_(HV) can equal δ_(RV), but under this circumstance, the host vehicle 10 and the remote vehicle 14 would be following one another. A crossing path thus could not occur, so this condition is not addressed in detail here.

Combining these two conditions with the nine range combinations results in eighteen combinations that are used are used to build the truth table shown in Table 23 below.

TABLE 23 Regions Where Crossing Paths Occur In The 1^(st) Quadrant 0 ≦ δ_(RV) < β₁ ≦ δ_(RV) < β₁ + π ≦ β₁ β₁ + π δ_(RV) < 2π 0 ≦ δ_(HV) < β₁ δ_(HV) < δ_(RV) 0 0 1 β₁ ≦ δ_(HV) < β₁ + π δ_(HV) < δ_(RV) x 1 0 β₁ + π ≦ δ_(HV) < 2π δ_(HV) < δ_(RV) x x 0 0 ≦ δ_(HV) < β₁ δ_(HV) > δ_(RV) 1 x x β₁ ≦ δ_(HV) < β₁ + π δ_(HV) > δ_(RV) 0 0 x β₁ + π ≦ δ_(HV) < 2π δ_(HV) > δ_(RV) 0 0 1

Table 23 identifies four cases where paths cross (1) and eight cases where paths do not cross (0). Table 23 also identifies six cases that are not possible (x). For example, δ_(HV) cannot be less than δ_(RV), when δ_(HV) is greater than β₁ and δ_(RV) is less than β₁. Also, it can be seen from FIG. 42 that when the remote vehicle 14 is in the 1^(st) quadrant, it will be to the left of the host vehicle 10 (EF=01) when β₁≦δ_(HV)<β₁+π, otherwise the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 (i.e. when β₁+π≦δ_(HV)<2π or 0≦δ_(HV)<β₁).

As further discussed above, if the remote vehicle 14 is to the north φ_(RV)>φ_(HV) and west θ_(RV)<θ_(HV) of the host vehicle 10, the remote vehicle 14 is said to be in the 2^(nd) quadrant as illustrated in FIG. 43. It can be seen that the heading angles of the host vehicle 10 and the remote vehicle 14 (δ_(HV) and δ_(RV)) can fall in one of three ranges defined according to the heading angles and β₁. When the remote vehicle 14 is located in the 2^(nd) quadrant, the three ranges are defined as follows: Range 1: 0≦δ<β₁−π; Range 2: β₁−π≦δ<β₁; and Range 3: β₁≦δ<2π. These three ranges for δ_(HV) and δ_(RV) result in nine possible combinations. Additionally, the host vehicle 10 heading angle can either be less than (δ_(HV)<δ_(RV)) or greater than (δ_(HV)>δ_(RV)) the remote vehicle 14 heading angle. Combining these two conditions with the nine range combinations results in eighteen combinations that are used are used to build the truth table shown in Table 24 below.

TABLE 24 Regions Where Crossing Paths Occur In The 2^(nd) Quadrant 0 ≦ δ_(RV) < β₁ − π ≦ β₁ ≦ β₁ − π δ_(RV) < β₁ δ_(RV) < 2π 0 ≦ δ_(HV) < β₁ − π δ_(HV) < δ_(RV) 1 0 0 β₁ − π ≦ δ_(HV) < β₁ δ_(HV) < δ_(RV) x 0 0 β₁ ≦ δ_(HV) < 2π δ_(HV) < δ_(RV) x x 1 0 ≦ δ_(HV) < β₁ − π δ_(HV) > δ_(RV) 0 x x β₁ − π ≦ δ_(HV) < β₁ δ_(HV) > δ_(RV) 0 1 x β₁ ≦ δ_(HV) < 2π δ_(HV) > δ_(RV) 1 0 0

Table 24 identifies four cases where paths cross (1) and eight cases where paths do not cross (0). Table 24 also identifies six cases that are not possible (x). For example, δ_(HV) cannot be greater than δ_(RV) when δ_(HV) is greater than β₁ and δ_(RV) is less than β₁−π. Also, when the remote vehicle 14 is in the 2^(nd) quadrant, the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 when β₁−π<δ_(HV)<β₁. Otherwise, the remote vehicle 14 will be to the left (EF=01) of the host vehicle 10 (i.e. when β₁≦δ_(HV)<2π or 0≦δ_(HV)<β₁−π).

As further discussed above, if the remote vehicle 14 is to the south φ_(RV)<φ_(HV) and west θ_(RV)<θ_(HV) of the host vehicle 10, the remote vehicle 14 is said to be in the 3^(rd) quadrant as illustrated in FIG. 44. It can be seen that the heading angles of the host vehicle 10 and the remote vehicle 14 (δ_(HV) and δ_(RV), respectively) can fall in one of three ranges defined according to the heading angles and β₁. When the remote vehicle 14 is located in the 3^(rd) quadrant, the three ranges are defined as follows: Range 1: 0≦δ<β₁−π, Range 2: β₁−π≦δ<β₁; and Range 3: β₁≦δ<2π. These three ranges for δ_(HV) and δ_(RV) result in nine possible combinations. Additionally, the host vehicle 10 heading angle can either be less than (δ_(HV)<δ_(RV)) or greater than (δ_(HV)>δ_(RV)) the remote vehicle 14 heading angle. Combining these two conditions with the nine range combinations results in eighteen combinations that are used are used to build the truth table shown in Table 25 below.

TABLE 25 Regions Where Crossing Paths Occur In The 3^(rd) Quadrant 0 ≦ β₁ − π ≦ β₁ ≦ δ_(RV) < β₁ − π δ_(RV) < β₁ δ_(RV) < 2π 0 ≦ δ_(HV) < β₁ − π δ_(HV) < δ_(RV) 1 0 0 β₁ − π ≦ δ_(HV) < β₁ δ_(HV) < δ_(RV) x 0 0 β₁ ≦ δ_(HV) < 2π δ_(HV) < δ_(RV) x x 1 0 ≦ δ_(HV) < β₁ − π δ_(HV) > δ_(RV) 0 x x β₁ − π ≦ δ_(HV) < β₁ δ_(HV) > δ_(RV) 0 1 x β₁ ≦ δ_(HV) < 2π δ_(HV) > δ_(RV) 1 0 0

Table 25 identifies four cases where paths cross (1) and eight cases where paths do not cross (0). Table 25 also identifies six cases that are not possible (x). It should also be noted that Table 25 is identical to Table 24 for the 2^(nd) quadrant. Similar to the 2^(nd) quadrant, when the remote vehicle 14 is in the 3^(rd) quadrant, the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 when β₁−π≦δ_(HV)<β₁ otherwise the remote vehicle 14 will be to the left (EF=01) of the host vehicle 10 (i.e. when β₁≦δ_(HV)<2π or 0≦δ_(HV)<β₁−π).

As further discussed above, if the remote vehicle 14 is to the south φ_(RV)<φ_(HV) and east θ_(RV)>θ_(HV) of the host vehicle 10, the remote vehicle 14 is said to be in the 4^(th) quadrant as illustrated in FIGS. 46A and 46B discussed above. It can be seen that the heading angles of the host vehicle 10 and the remote vehicle 14 (δ_(HV) and δ_(RV), respectively) can fall in one of three ranges defined according to the heading angles and β₁. When the remote vehicle 14 is located in the 4^(th) quadrant, the three ranges are defined as follows: Range 1: 0≦δ<β₁; Range 2: β₁≦δ<β₁+π, and Range 3: β₁+π≦δ<2π. These three ranges for δ_(HV) and δ_(RV) result in nine possible combinations. Additionally, the host vehicle 10 heading angle can either be less than (δ_(HV)<δ_(RV)) or greater than (δ_(HV)>δ_(RV)) the remote vehicle 14 heading angle. Also, δ_(HV) can also equal δ_(RV), but under this circumstance the host vehicle 10 and remote vehicle 14 would be following one another. Thus, a crossing path could not occur, so this condition is not addressed.

Combining these two conditions with the nine range combinations results in eighteen combinations that are used are used to build the truth table shown in Table 26 below.

TABLE 26 Regions Where Crossing Paths Occur In The 4^(th) Quadrant 0 ≦ β₁ ≦ β₁ + π ≦ δ_(RV) < β₁ δ_(RV) < β₁ + π δ_(RV) < 2π 0 ≦ δ_(HV) < β₁ δ_(HV) < δ_(RV) 0 0 1 β₁ ≦ δ_(HV) < β₁ + π δ_(HV) < δ_(RV) x 1 0 β₁ + π ≦ δ_(HV) < 2π δ_(HV) < δ_(RV) x x 0 0 ≦ δ_(HV) < β₁ δ_(HV) > δ_(RV) 1 x x β₁ ≦ δ_(HV) < β₁ + π δ_(HV) > δ_(RV) 0 0 x β₁ + π ≦ δ_(HV) < 2π δ_(HV) > δ_(RV) 0 0 1

Table 26 identifies four cases where paths cross (1) and eight cases where paths do not cross (0). Table 26 also identifies six cases that are not possible (x). It should also be noted that Table 26 is identical to Table 23 for the 1^(st) quadrant. Similar to the 1^(st) quadrant, when the remote vehicle 14 is in the 4^(th) quadrant, the remote vehicle will be to the left of the host vehicle 10 (EF=01) when β₁≦δ_(HV)≦β₁+π. Otherwise, the remote vehicle 14 will be to the right (EF=11) of the host vehicle 10 (i.e. when β₁+π≦_(HV)<2π or 0≦δ_(HV)<β₁).

As discussed above, the ranges for the heading angles δ_(HV) of the host vehicle 10 and the heading angle δ_(RV) for the remote vehicle 14 were defined relative to the angle β₁. Those ranges can also be expressed in mathematical form in Table 27 below.

TABLE 27 Threat Assessment Equations for Crossing Paths HV RV $H_{1} = {\frac{1}{2}\left\lbrack {\frac{\beta_{1} - \delta_{HV} - \sigma}{{{\beta_{1} - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ $R_{1} = {\frac{1}{2}\left\lbrack {\frac{\beta_{1} - \delta_{RV} - \sigma}{{{\beta_{1} - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$ $H_{2} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{HV} - \beta_{1} + \sigma}{{{\delta_{HV} - \beta_{1}}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{\left( {\beta_{1} + \pi} \right) - \delta_{HV} - \sigma}{{{\left( {\beta_{1} + \pi} \right) - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ $R_{2} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{RV} - \beta_{1} + \sigma}{{{\delta_{RV} - \beta_{1}}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{\left( {\beta_{1} + \pi} \right) - \delta_{RV} - \sigma}{{{\left( {\beta_{1} + \pi} \right) - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$ $H_{3} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{HV} - \left( {\beta_{1} + \pi} \right) + \sigma}{{{\delta_{HV} - \left( {\beta_{1} + \pi} \right)}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{{2\pi} - \delta_{HV} - \sigma}{{{{2\pi} - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ $R_{3} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{RV} - \left( {\beta_{1} + \pi} \right) + \sigma}{{{\delta_{RV} - \left( {\beta_{1} + \pi} \right)}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{{2\pi} - \delta_{RV} - \sigma}{{{{2\pi} - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$ $H_{4} = {\frac{1}{2}\left\lbrack {\frac{\left( {\beta_{1} - \pi} \right) - \delta_{HV} - \sigma}{{{\left( {\beta_{1} - \pi} \right) - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ $R_{4} = {\frac{1}{2}\left\lbrack {\frac{\left( {\beta_{1} - \pi} \right) - \delta_{RV} - \sigma}{{{\left( {\beta_{1} - \pi} \right) - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$ $H_{5} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{HV} - \left( {\beta_{1} - \pi} \right) + \sigma}{{{\delta_{HV} - \left( {\beta_{1} - \pi} \right)}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{\beta_{1} - \delta_{HV} - \sigma}{{{\beta_{1} - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ $R_{5} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{RV} - \left( {\beta_{1} - \pi} \right) + \sigma}{{{\delta_{RV} - \left( {\beta_{1} - \pi} \right)}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{\beta_{1} - \delta_{RV} - \sigma}{{{\beta_{1} - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$ $H_{6} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{HV} - \beta_{1} + \sigma}{{{\delta_{HV} - \beta_{1}}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{{2\pi} - \delta_{HV} - \sigma}{{{{2\pi} - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ $R_{6} = {{\frac{1}{4}\left\lbrack {\frac{\delta_{RV} - \beta_{1} + \sigma}{{{\delta_{RV} - \beta_{1}}} + \sigma} + 1} \right\rbrack} \times \left\lbrack {\frac{{2\pi} - \delta_{RV} - \sigma}{{{{2\pi} - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$

Although these expressions appear complex, the resulting values for each expression is either 0 or 1. These expressions are used to define an intersection scenario as either being a threat or a non-threat. In the case of the scenario being a threat, the equations are also used to define the specific threat scenario (i.e. straight crossing path, left turn across path/opposite direction, etc.). While thirty six combinations of H_(m) and R_(n) (where m and n=1-6) are possible, only the following eight combinations are relevant to crossing paths H₁×R₁; H₁×R₃; H₂×R₂; H₃×R₃; H₄×R₄; H₅×R₅; H₆×R₄; and H₆×R₆.

Referring back to Tables 23 through 26, it can be seen that for m and n=1, 2, 3 the remote vehicle 14 is to the east of the host vehicle 10 (θ_(HV)<θ_(RV)). This condition can be expressed mathematically as follows:

$\Theta_{1} = {\frac{1}{2}\left\lbrack {\frac{\theta_{RV} - \theta_{HV} + \sigma}{{{\theta_{RV} - \theta_{HV}}} + \sigma} + 1} \right\rbrack}$ where Θ₁=1 when θ_(HV)<θ_(RV) and Θ=0 when θ_(HV)>θ_(RV).

Also from Tables 23 through 26, it can be seen that for m and n=4, 5, 6 the remote vehicle 14 is to the west of the host vehicle 10 (θ_(HV)>θ_(RV)). This condition can be expressed mathematically as follows:

$\Theta_{2} = {\frac{1}{2}\left\lbrack {\frac{\theta_{HV} - \theta_{RV} + \sigma}{{{\theta_{HV} - \theta_{RV}}} + \sigma} + 1} \right\rbrack}$ where Θ₂=1 when θ_(HV)>θ_(RV) and Θ₂=0 when θ_(HV)<θ_(RV). Thus, the eight combinations become: H₁×R₁×Θ₁; H₁×R₃×Θ₁; H₂×R₂×Θ₁; H₃×R₃×Θ₁; H₄×R₄×Θ₂; H₅×R₅×Θ₂; H₆×R₄×Θ₂; and H₆×R₆×Θ₂.

Referring back to Tables 23 through 26, it can be seen that the occurrence of a crossing path depends on the heading angle δ_(HV) of the host vehicle 10 and the heading angle δ_(RV) of the remote vehicle 14. In some cases, crossing paths occur when δ_(HV)<δ_(RV) and in other cases crossing paths occur when δ_(HV)>δ_(RV). These crossing path cases are defined in Tables 23 through 26 as discussed above. Also, the condition δ_(HV)<δ_(RV) can be expressed mathematically as follows:

$\Delta_{1} = {\frac{1}{2}\left\lbrack {\frac{\delta_{RV} - \delta_{HV} - \sigma}{{{\delta_{RV} - \delta_{HV}}} + \sigma} + 1} \right\rbrack}$ where Δ₁=1 when δ_(HV)<δ_(RV) and Δ₁=0 when δ_(HV)>δ_(RV).

The condition δ_(HV)>δ_(RV) can also be expressed mathematically as follows:

$\Delta_{2} = {\frac{1}{2}\left\lbrack {\frac{\delta_{HV} - \delta_{RV} - \sigma}{{{\delta_{HV} - \delta_{RV}}} + \sigma} + 1} \right\rbrack}$ where Δ₂=1 when δ_(HV)>δ_(RV) and Δ₂=0 when δ_(HV)<δ_(RV). Thus the eight combinations become: C₁=H₁×R₁×Θ₁×Δ₂; C₂=H₁×R₃×Θ₁; C₃=H₂×R₂×Θ₁×Δ₁; C₄=H₃×R₃×Θ₁×Δ₂; C₅=H₄×R₄×Θ₂×Δ₁; C₆=H₅×R₅×Θ₂×Δ₂; C₇=H₆×R₄×Θ₂; and C₈=H₆×R₆×Θ₂×Δ₁. It can be noted that expressions C₂ and C₇ do not include either the Δ₁ or Δ₂ term. This is because under the conditions described by H₁ and R₃ or H₆ and R₄, there will be a crossing path regardless of the value of δ_(HV) and δ_(RV). These expressions are based solely on the GPS coordinates and heading angles of the host vehicle 10 and the remote vehicle 14. If any one of the eight expressions equals 1, a crossing path will occur.

Accordingly, as can be appreciated from the above, the determining of whether the host vehicle heading and the remote vehicle heading are converging paths includes comparing the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic of the remote vehicle sector to determine whether the host vehicle 10 and the remote vehicle 14 are travelling on converging paths. The comparing includes performing a plurality of separate mathematical comparisons of the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic of the remote vehicle sector to generate a plurality of results, and determining that the host vehicle heading and the remote vehicle heading are converging paths when any of the results has a particular characteristic. The controller 22 can perform the plurality of separate mathematical comparisons simultaneously to simultaneously generate the plurality of results, or the controller 22 can perform the separate mathematical comparisons in any order.

Converging paths are treated differently from crossing paths and can be analyzed in this example according to FIGS. 49 through 56

As shown in FIG. 49, the host vehicle 10 is traveling north while the remote vehicle 14 is traveling south. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is greater than 3π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to 3π/2 radians at the moment the two vehicles pass each other. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

As shown in FIG. 50, the host vehicle 10 is traveling northeast while the remote vehicle 14 is traveling southwest. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes greater than 3π/2 radians as the vehicles continue to converge toward one another. At the moment the two vehicles pass each other, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to 3π/2 radians. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

As shown in FIG. 51, the host vehicle 10 is traveling east while the remote vehicle 14 is traveling west. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is equal to π/2 radians at the moment the two vehicles pass each other. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

As shown in 52, the host vehicle 10 is traveling southeast while the remote vehicle 14 is traveling northwest. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At the moment the two vehicles pass each other, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to π/2 radians. As two vehicles continue along their respective paths, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes greater than π/2 radians as the vehicles diverge away from one another. At some point, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes less than 3π/2 radians as the paths of the two vehicles continue to diverge.

As shown in FIG. 53, the host vehicle 10 is traveling south while the remote vehicle 14 is traveling north. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to π/2 radians at the moment the two vehicles pass each other. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

As shown in FIG. 54, the host vehicle 10 is traveling southwest while the remote vehicle 14 is traveling northeast. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to π/2 radians at the moment the two vehicles pass each other. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

As shown in FIG. 55, the host vehicle 10 is traveling west while the remote vehicle 14 is traveling east. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to π/2 radians at the moment the two vehicles pass each other. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

As shown in FIG. 56, the host vehicle 10 is traveling northwest while the remote vehicle 14 is traveling southeast. Initially, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than π/2 radians as the paths of the two vehicles converge toward one another. At some point in time, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ becomes equal to π/2 radians at the moment the two vehicles pass each other. From this point on, the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is less than 3π/2 radians as the paths of the two vehicles diverge.

From these eight examples, it can be seen that for any configuration the paths of the two vehicles are converging if the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is either less than π/2 radians or greater than 3π/2 radians. Conversely the paths of the two vehicles are diverging if the absolute value of the difference between the host vehicle 10 heading angle δ_(HV) and β₁ is either greater than π/2 radians or less than 3π/2 radians thus:

-   -   Converging paths: |δ_(HV)−β₁|<π/2 or |δ_(HV)−β₁|>3π/2     -   Diverging paths: |δ_(HV)−β₁|>π/2 or |δ_(HV)−β₁|>3π/2

The converging path condition is expressed mathematically as follows:

$B = {{\frac{1}{2}\left\lbrack {\frac{{\left( {{1/2} - \varphi} \right)\pi} - {{\delta_{HV} - \beta_{1}}} + \sigma}{{{{\left( {{1/2} - \varphi} \right)\pi} - {{\delta_{HV} - \beta_{1}}}}} + \sigma} + 1} \right\rbrack} + {\frac{1}{2}\left\lbrack {\frac{{{\delta_{HV} - \beta_{1}}} - {\left( {{3/2} - \varphi} \right)\pi} + \sigma}{{{{{\delta_{HV} - \beta_{1}}} - {\left( {{3/2} - \varphi} \right)\pi}}} + \sigma} + 1} \right\rbrack}}$ where φ is used to define a minimum value for the upper and lower limits for the threshold angles.

To determine that the host vehicle 10 and the remote vehicle 14 are converging along a path from opposing directions the following expression is used:

$\Delta_{3} = {{\frac{1}{2}\left\lbrack {\frac{{{\delta_{HV} - \delta_{RV}}} - {\left( {1 - \varphi} \right)\pi} + \sigma}{{{{{\delta_{HV} - \delta_{RV}}} - {\left( {1 - \varphi} \right)\pi}}} + \sigma} + 1} \right\rbrack} \times {\frac{1}{2}\left\lbrack {\frac{{\left( {1 + \varphi} \right)\pi} - {{\delta_{HV} - \beta_{1}}}}{{{{\left( {1 + \varphi} \right)\pi} - {{\delta_{HV} - \beta_{1}}}}} + \sigma} + 1} \right\rbrack}}$ where φ is used to define a ± range to either side of the reference angle value of π radians.

Multiplying B and Δ₃ results in the following expression: C ₉ =B×Δ ₃

As can be understood from these equations, when C₉ is equal to 1, the host vehicle 10 and remote vehicle 14 are converging along a path from opposing directions.

Accordingly, as with the examples discussed above, when the host vehicle 10 receives a BSM, the application being run by the controller 22 on board the host vehicle 10 extracts information regarding GPS location, heading and turn signal status of the remote vehicle 14. The application also obtains GPS location, heading and turn signal status of the host vehicle 10. As in the above examples, for the host vehicle 10, AB=00 if there is no turn signal; AB=01 if the host vehicle 10 is signaling a left turn; and AB=11 if the host vehicle 10 is signaling a right turn. For the remote vehicle 14, CD=00 if there is no turn signal; CD=01 if the remote vehicle 14 is signaling a left turn; and CD=11 if the remote vehicle 14 is signaling a right turn.

Also as discussed above, the application can determine the position of the remote vehicle 14 relative to the host vehicle 10 such that EF=00 if there remote vehicle 14 is approaching the host vehicle 10 from the opposite direction; EF=01 if the remote vehicle 14 is approaching the host vehicle 10 from the left; and EF=11 if the remote vehicle 14 is approaching the host vehicle 10 from the right.

When the host vehicle 10 and remote vehicle 14 approach an intersection, there are 27 possible outcomes as shown in FIGS. 4 through 30. As discussed above, 14 of these outcomes result in crossing paths while the remaining 13 do not. If any one of the above equations for C₁ through C₉ equals 1, a threat exists. Multiplying the equations for for C₁ through C₉ by the FEDCBA threat code will specify the threat scenario as shown in Tables 28 through 36 below.

TABLE 28 C₁ = 1 Decimal C₁ F E D C B A value Threat 1 x 1 1 0 0 0 0 48 SCP 1 x 1 1 0 0 0 1 49 LTIP 1 x 1 1 0 0 1 1 51 No threat 1 x 1 1 0 1 0 0 52 LTAP/LD 1 x 1 1 0 1 0 1 53 L/L 1 x 1 1 0 1 1 1 55 No threat 1 x 1 1 1 1 0 0 60 RTIP 1 x 1 1 1 1 0 1 61 No threat 1 x 1 1 1 1 1 1 63 No threat

TABLE 29 C₂ = 1 Decimal C₂ F E D C B A value Threat 1 x 1 1 0 0 0 0 48 SCP 1 x 1 1 0 0 0 1 49 LTIP 1 x 1 1 0 0 1 1 51 No threat 1 x 1 1 0 1 0 0 52 LTAP/LD 1 x 1 1 0 1 0 1 53 L/L 1 x 1 1 0 1 1 1 55 No threat 1 x 1 1 1 1 0 0 60 RTIP 1 x 1 1 1 1 0 1 61 No threat 1 x 1 1 1 1 1 1 63 No threat

TABLE 30 C₃ = 1 Decimal C₃ F E D C B A value Threat 1 x 0 1 0 0 0 0 16 SCP 1 x 0 1 0 0 0 1 17 LTAP/LD 1 x 0 1 0 0 1 1 19 RTIP 1 x 0 1 0 1 0 0 20 LTIP 1 x 0 1 0 1 0 1 21 L/L 1 x 0 1 0 1 1 1 23 No threat 1 x 0 1 1 1 0 0 28 No threat 1 x 0 1 1 1 0 1 29 No threat 1 x 0 1 1 1 1 1 31 No threat

TABLE 31 C₄ = 1 Decimal C₄ F E D C B A value Threat 1 x 1 1 0 0 0 0 48 SCP 1 x 1 1 0 0 0 1 49 LTIP 1 x 1 1 0 0 1 1 51 No threat 1 x 1 1 0 1 0 0 52 LTAP/LD 1 x 1 1 0 1 0 1 53 L/L 1 x 1 1 0 1 1 1 55 No threat 1 x 1 1 1 1 0 0 60 RTIP 1 x 1 1 1 1 0 1 61 No threat 1 x 1 1 1 1 1 1 63 No threat

TABLE 32 C₅ = 1 Decimal C₅ F E D C B A value Threat 1 x 0 1 0 0 0 0 16 SCP 1 x 0 1 0 0 0 1 17 LTAP/LD 1 x 0 1 0 0 1 1 19 RTIP 1 x 0 1 0 1 0 0 20 LTIP 1 x 0 1 0 1 0 1 21 L/L 1 x 0 1 0 1 1 1 23 No threat 1 x 0 1 1 1 0 0 28 No threat 1 x 0 1 1 1 0 1 29 No threat 1 x 0 1 1 1 1 1 31 No threat

TABLE 33 C₆ = 1 Decimal C₆ F E D C B A value Threat 1 x 1 1 0 0 0 0 48 SCP 1 x 1 1 0 0 0 1 49 LTIP 1 x 1 1 0 0 1 1 51 No threat 1 x 1 1 0 1 0 0 52 LTAP/LD 1 x 1 1 0 1 0 1 53 L/L 1 x 1 1 0 1 1 1 55 No threat 1 x 1 1 1 1 0 0 60 RTIP 1 x 1 1 1 1 0 1 61 No threat 1 x 1 1 1 1 1 1 63 No threat

TABLE 34 C₇ = 1 Decimal C₇ F E D C B A value Threat 1 x 0 1 0 0 0 0 16 SCP 1 x 0 1 0 0 0 1 17 LTAP/LD 1 x 0 1 0 0 1 1 19 RTIP 1 x 0 1 0 1 0 0 20 LTIP 1 x 0 1 0 1 0 1 21 L/L 1 x 0 1 0 1 1 1 23 No threat 1 x 0 1 1 1 0 0 28 No threat 1 x 0 1 1 1 0 1 29 No threat 1 x 0 1 1 1 1 1 31 No threat

TABLE 35 C₈ = 1 Decimal C₈ F E D C B A value Threat 1 x 0 1 0 0 0 0 16 SCP 1 x 0 1 0 0 0 1 17 LTAP/LD 1 x 0 1 0 0 1 1 19 RTIP 1 x 0 1 0 1 0 0 20 LTIP 1 x 0 1 0 1 0 1 21 L/L 1 x 0 1 0 1 1 1 23 No threat 1 x 0 1 1 1 0 0 28 No threat 1 x 0 1 1 1 0 1 29 No threat 1 x 0 1 1 1 1 1 31 No threat

TABLE 36 C₉ = 1 Decimal C₉ F E D C B A value Threat 1 x 0 0 0 0 0 0 0 No threat 1 x 0 0 0 0 0 1 1 LTAP/OD 1 x 0 0 0 0 1 1 3 No threat 1 x 0 0 0 1 0 0 4 LTAP/OD 1 x 0 0 0 1 0 1 5 No threat 1 x 0 0 0 1 1 1 7 R/L 1 x 0 0 1 1 0 0 12 No threat 1 x 0 0 1 1 0 1 13 L/R 1 x 0 0 1 1 1 1 15 No threat

As can be appreciated from the above, the embodiments described herein provide a system and method that evaluate scenarios in which a host vehicle and a remote vehicle may come in contact at an intersection or while the host vehicle is executing a turn. The processing can perform logic flows that can determine if a potential contact between the host vehicle 10 and the remote vehicle 14 exists. Alternatively, the processing can employ a series of mathematical expressions to directly assess if potential threats exist and, if a threat does exist, immediately determine the specific threat type, making this method much more efficient.

GENERAL INTERPRETATION OF TERMS

In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts. The term “detect” as used herein to describe an operation or function carried out by a component, a section, a device or the like includes a component, a section, a device or the like that does not require physical detection, but rather includes determining, measuring, modeling, predicting or computing or the like to carry out the operation or function. The term “configured” as used herein to describe a component, section or part of a device includes hardware and/or software that is constructed and/or programmed to carry out the desired function.

While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, location or orientation of the various, components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique, from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such feature(s). Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. 

What is claimed is:
 1. A vehicle collision monitoring method comprising: preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading; receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading; evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths including segregating an area surrounding the host vehicle location into a plurality of sectors; determining which of the sectors is a remote vehicle sector including the remote vehicle location, including determining a linear direction between the host vehicle and the remote vehicle at a moment in time, determining an angle between a predetermined direction and the linear direction at the moment in time, and determining the remote vehicle sector based on the angle; and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location.
 2. The vehicle collision monitoring method according to claim 1, wherein the segregating includes segregating the area surrounding the host vehicle location into the plurality of sectors which are adjacently geographically distributed about the host vehicle location which is at the geographic center of the area where each of the sectors meet.
 3. The vehicle collision monitoring method according to claim 2, wherein the segregating includes segregating the area surrounding the host vehicle location into the plurality of sectors which are separated by a north-south directional line and an east-west direction line that intersect at the host vehicle location.
 4. The vehicle collision monitoring method according to claim 1, wherein the characteristic relating to the sector that includes the remote vehicle location is different from at least one other characteristic relating to at least one other of the sectors.
 5. The vehicle collision monitoring method according to claim 1, wherein the determining of whether the host vehicle heading and the remote vehicle heading are converging paths includes comparing the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic to determine whether the host vehicle and the remote vehicle are travelling on converging paths.
 6. The vehicle collision monitoring method according to claim 1, further comprising generating a warning while the host vehicle heading and the remote vehicle heading are determined to be converging paths.
 7. The vehicle collision monitoring method according to claim 1, further comprising determining whether the host vehicle location and the remote vehicle location are within a predetermined distance from each other; and generating a warning while the host vehicle heading and the remote vehicle heading are determined to be converging paths, and the host vehicle location and the remote vehicle location are determined to be within the predetermined distance from each other.
 8. A vehicle collision monitoring method comprising: preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading; receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading; evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths including segregating an area surrounding the host vehicle location into a plurality of sectors; determining which of the sectors is a remote vehicle sector including the remote vehicle location; determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location, and being different from at least one other characteristic relating to at least one other of the sectors; and determining a threat based on the remote vehicle sector and a comparison between a heading angle of the host vehicle in relation to a predetermined direction and a heading angle of the remote vehicle in relation to the predetermined direction.
 9. A vehicle collision monitoring method comprising: preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading; receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading; evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths including segregating an area surrounding the host vehicle location into a plurality of sectors; determining which of the sectors is a remote vehicle sector including the remote vehicle location; and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location, and including comparing the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic to determine whether the host vehicle and the remote vehicle are travelling on converging paths, and performing a plurality of separate mathematical comparisons of the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic to generate a plurality of results, and determining that the host vehicle heading and the remote vehicle heading are converging paths when any of the results has a particular characteristic.
 10. The vehicle collision monitoring method according to claim 9, wherein the performing of the plurality of separate mathematical comparisons performs the separate mathematical comparisons simultaneously to simultaneously generate the plurality of results.
 11. A vehicle collision monitoring method comprising: preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading; receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading; evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths including segregating an area surrounding the host vehicle location into a plurality of sectors; determining which of the sectors is a remote vehicle sector including the remote vehicle location; and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location, and determining a point of convergence based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic.
 12. A vehicle collision monitoring method comprising: preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading; receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading; evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths including segregating an area surrounding the host vehicle location into a plurality of sectors; determining which of the sectors is a remote vehicle sector including the remote vehicle location; and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location, and identifying a current convergence scenario from a plurality of possible convergence scenarios based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic.
 13. The vehicle collision monitoring method according to claim 12, further comprising generating a warning while the current convergence scenario indicates the host vehicle heading and the remote vehicle heading are converging paths.
 14. A vehicle collision monitoring method comprising: preparing a host vehicle message including information pertaining to a host vehicle including a host vehicle location, a host vehicle heading, and a host vehicle elevation; receiving a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location, a remote vehicle heading and a remote vehicle elevation; evaluating, using a controller, whether the host vehicle heading and the remote vehicle heading are converging paths including segregating an area surrounding the host vehicle location into a plurality of sectors; determining which of the sectors is a remote vehicle sector including the remote vehicle location; and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location; determining whether the host vehicle location and the remote vehicle location are within a predetermined distance from each other including determining whether the host vehicle elevation and the remote vehicle elevation are within a predetermined elevation difference; and generating a warning while the host vehicle heading and the remote vehicle heading are determined to be converging paths, the host vehicle location and the remote vehicle location are determined to be within the predetermined distance from each other, and the host vehicle elevation and the remote vehicle elevation are within the predetermined elevation difference.
 15. A vehicle collision monitoring system comprising: a communication component configured to receive a remote vehicle message including information pertaining to a remote vehicle including a remote vehicle location and a remote vehicle heading; and a controller configured to prepare a host vehicle message including information pertaining to a host vehicle including a host vehicle location and a host vehicle heading, and to perform an evaluation operation to evaluate whether the host vehicle heading and the remote vehicle heading are converging paths by segregating an area surrounding the host vehicle location into a plurality of sectors, determining which of the sectors is a remote vehicle sector including the remote vehicle location, and determining whether the host vehicle heading and the remote vehicle heading are converging paths based on the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and a characteristic relating to the sector that includes the remote vehicle location, and performing a plurality of separate mathematical comparisons of the host vehicle location, the host vehicle heading, the remote vehicle location, the remote vehicle heading and the characteristic to generate a plurality of results, and determining that the host vehicle and the remote vehicle are travelling on converging paths when any of the results has a particular characteristic.
 16. The vehicle collision monitoring system according to claim 15, wherein the host vehicle information further includes a host vehicle elevation and the remote vehicle information further includes a remote vehicle elevation; and the controller is further configured to refrain from performing the converging path calculation while a difference between the host vehicle elevation and the remote vehicle elevation meets a condition. 